Civil Engineering Department

College of Engineering
KAAF UNIVERSITY COLLEGE

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Highway Engineering 1 CIV 368
Lecture 4_ Route Location and Survey
Kwasi Agyeman Boakye ( kwasi.agyeman.boakye@gmail.com)

General Procedure for Selection of Alignment

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Initial general considerations Estimated traffic volume is a major determinant of the route in a system-wide context. For the selection of roadway alignment, it is assumed that the end points of the proposed road have already been decided as a part of a system wide plan The route should be short and direct as possible Major Steps in Alignment Selection Examination of natural and man-made features Identification of technically feasible alternatives Selecting a preferred alignment Screening and selection of route for preliminary design.

Examination of natural and manmade features

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Selection of alignment should be done by relating topographic features, human habitation and environmental features of the area under consideration to geometric design controls. Sources of information for these include; topographic maps, aerial photographs, geological and soil maps, ground surveys etc. Topographic and Geological Maps Identify unsuitable ground conditions; wetlands, rock outcrops, area subject to flash floods or avalanches etc. Examine the contour lines to obtain an initial estimate of the gradients on undulating or mountainous parts. Delineate steeper slopes on the map. Define streams, rivers, ravines, etc for possible need for bridges or other extensive ancillary works. List typical types of subsurface and soil conditions found on the topographic and geological maps. List other features of interest; avalanche areas, habitations and cultural activities etc. Summarize the findings on maps or overlays to guide the next steps in the alignment selection
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Examination of natural and manmade features

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Preparation of different overlays showing different features.

Examination of natural and manmade features

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Aerial Photographs Examine the stereoscopic aerial photographs to determine whether topographic and cultural features are different from those shown in the map. Document any changes on an overlay so that this may be recorded on the map. Examine the oblique photographs to obtain a sense of the developmental and aesthetic features of the area and a general idea of the grades and other topographic characteristics. These should be checked with those on the map to ensure correspondence. It must be noted in particular that the presence of trees may make identification of the ground surface features difficult on aerial photographs. Also local features that may be environmentally sensitive to the presence of a proposed road should be identified.

Identification of Technically Feasible Alternatives

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The idea of identifying routes is to improve connectivity between origins and destinations. This means making connectivity less expensive and safer for public in general as well as for the road user, while at the same time maintaining or contributing to the improvement of environmental quality. A route is described as technically feasible where no excessive construction or maintenance problems are envisaged, and design controls and policy on geometric design standards are adhered to. A route may be technically feasible but not economically justifiable or environmentally acceptable. The only way to determine economic viability or environmental acceptability is to conduct preliminary design and based upon expected costs, benefits, and likely environmental impacts, conduct an environmental and economic evaluation. This may result in a Preliminary Project Report to proceed for Detailed Project Report, after modification or re-evaluation, or be dropped from further consideration.

Guidelines for Selecting Technically Feasible Routes

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1. Run the alignment on as high a ground (ridge lines) as possible. 2. Run the alignment on soils that provide better subgrade support, consequently reducing pavement cost . 3. Run the alignment that satisfies the required design standard 4. Avoid the alignment passing through village streets when the road connects a chain of villages; preferably, the alignment should skirt around village 5. Study the problem of land acquisition, avoiding it to the extent possible 6. Consider proximity of road construction material 7. Avoid marshy and water logged areas, areas of poor subgrade support, expansive soil areas, etc to the extent possible. 8. Run the alignment to keep minimum construction, maintenance and travel operation cost. 9. Avoid the alignment with sharp curves, areas of poor visibility etc so that the required sight distance are available. 10. Run the alignment with due consideration to safety aspects for various junctions especially the ones connecting main highways. 11. Run the alignment to cross major rivers in perpendicular direction.
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Selection of Preferred Alignment

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The typical approach for selecting a preferred alignment includes compromising between the user costs and construction costs while seeking the route and physical conditions that result least adverse environmental impact. How is a balance struck between the user costs and construction costs? The basic task is to predict the Total Life Cycle Cost (construction, maintenance and road user costs) as a function of the road design, maintenance standards and other policy options which may be considered. The preferred alignment can only be determined by comparing the total costs for users and the construction as well as maintenance costs incurred by the implementing agency for each technically feasible alternative and selecting the alternative with the least monetary cost and acceptable non-quantifiable impacts.

Selection of Preferred Alignment

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.
500 500 Bridge

A
100

400 300

Tunnel

400 300

200 100

200

User Cost Highway Cost

Cost

Design Level

Developing and Checking Alternative Alignments

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Summary Route 1 Inability of Route 1 to provide acceptable gradient satisfying the cut and fill requirements. Somewhat similar route is unacceptable-explore alternatives.
Length

Elevation

- A preliminary analysis is done on a route from A to B. -A reasonable short route is taken (Route 1) A and examined. Analysis Route 1 -Draw the horizontal alignment to scale -Convert route into a series of tangents and and check the minimum allowable radius -Check the intersection angles -Construct the existing grade profile -Establish vertical alignment without exceeding permissible gradient and maximum height of cut and fill.

B
135 90 135 100 145 175 145 100

160

Route 1 160

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Developing and Checking Alternative Alignments

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Two other alternatives are tried. Route 2 and Route 3 A Analysis of Route 2 and 3 -Follow same initial procedure as route 1 Summary of Route 2 Route 2 is technically feasible. Cuts and fills appear to to be balanced. However each engineer may arrive at a slightly different geometric design at least for preliminary effort. Summary of Route 3 Route 3 is also a technically feasible route.
90 135 100 145

Route 2

B
135 175 160 160 145

100

Elevation

Route 3

Length

Elevation

Lengt h

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Screening and selection of route for preliminary design

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Both Routes 2 and 3 are technically feasible (Allowable grade, cut and fill depths, horizontal and vertical alignments). Route 1 is clearly inadequate. In conclusion: Reject route 1. Route 2 and Route 3 should be investigated further by means of an initial economic analysis before a detailed design is taken. Criteria Length Design Controls Cut and Fill Balance Need for Special Structures Environmental Impact Potential High Cost Items Screening Evaluation Route 1 Route 2 Route 3

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Non-Standard Provisions
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Situations may occur where terrain cannot be strictly followed requiring more fills or more cuts or other remedial solutions. For mountainous areas it can be difficult to safety design control criteria without bridges, tunnels or severe cuts etc. A possible solution is to use sharp curves or speed restrictions or bridges or tunnels. In such situations detailed analysis must be done with cost implications. The final decision often based on the Total Life Cycle Cost Analysis. Drainage Considerations An initial drainage design indicating the main locations of the catchments, ditches, culverts and bridges are important. Alignment may be altered if the road cannot be adequately drained or if it adversely affects existing drainage pattern.

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Route location in Urban and Rural Areas

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Route location has some differences in urban and rural areas. As such challenges should be treated separately. Rural Areas -For any chosen route through a rural area there should be a consideration of existing population and likely population of the area. Also origin and destination patterns should be well considered. - Alternative routes in the immediate vicinity should be considered. It is existing condition, capacity, existing traffic volume, chances of future improvement etc should be looked at. - Not too steep gradients should be used. Where it might pose a problem for HGVs climbing/crawler lanes should be provided for them. - Avoid a lot of earthworks by balancing cuts and fills. Also as much as possible reduce haulage distance and movement of heavy equipment. - Where route goes by bridge or viadact consideration must be given to river traffic clearance and position and channel of river must be considered. - Roads over rails are always preferred. Roads can cross where rail is in cutting. - The natural topography should be much followed where natural view is pleasant. However monotony should be avoided. -Property taking must be reduced especially where there are valuable agricultural lands and commercial buildings.
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Route location in Urban and Rural Areas

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Urban Areas -In urban areas much should be done to maintain contiguous junctions whiles increasing capacity. - Traffic pollution should be also considered. Traffic noise which is a major source of pollution can be reduced by using sound barriers. - Constructed roads should be designed such that visual obstruction and intrusion is reduced. The scale of road should be relative to adjacent development. - Severance by splitting communities by road being in cut or on high embankment should be minimized.

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