Hid - Highway Seifu PDF

High Way Engineering Senior Project
Acknowledgment
We would like to acknowledge Ato Kibrom Legesse, B.Sc. in civil
engineering for his limited less support during the out come of
this project, starting form supplying the necessary data ,reference
books, computers and office access. Beside this, we would like
to thank again, for his friendly and professional approach to
advise us. It would have been impossible to have this project
finished with out the help of the above mentioned person. Finally
,yet importantly, we would like to thank our families for their
support during our stay in Mekelle University.
Table of content
page
II .Back ground -------------------------------------------------iv

III. Abstract--------------------------------------------------------v
INTRODACTION-------------------------------------------------1
UNIT ONE
: ROUTE SURVEYING --------------------2

The need of doing route surveying.------------------------------------2
types of route surveying.---------------------------------------------------2
A. Reconnaissance surrey----------------------------------------2
B. Preliminary survey----------------------------------------------3
C. Final location survey--------------------------------------------3
D. Drawings and report--------------------------------------------4
UNIT TWO : GEOMETRIC DESIGN---------------------------------5
2.1 categories of geometric design-----------------------------------5
2.2. design control factors.-----------------------------------------5
2.2.1
2.2.2
2.2.3
2.2.4
2.2.5
TOPOGRAPHY--------------------------------------------------5
DESIGN SPEED------------------------------------------------5
TRAFFIC FACTOR----------------------------------------------6
VOLUME AND CAPACITY FACTOR--------------------------6
ENVIROMENTAL FACTOR------------------------------------6
2.3. HORIZONTAL ALIGNMENT-----------------------------------------7

2.3.1. Tangent section or straight-----------------------------7
2.3.2. The circular curve-----------------------------------------7
2.3.3 Minimum radius------------------------------------------9
2.3.4 Sight distance----------------------------------------------9
2.3.4.1 . Stopping sight distance----------------------------10
0
2.3.4.2 Passing sight dist-----------------------------------10

2.3.4.3 Horizontal curve sight distance-------------------11
2.3.4.4 Horizontal stopping sight distance---------------12

ii
2.3.5 Transition curve-------------------------------------12

2.4. HORIZONTAL CURVE DESIGN-------------------------------14
2.4.1.Widening of high way---------------------------------19
2.4.2. Super-elevation --------------------------------------20
2.5 VERTICAL ALIGNMENT-----------------------------------29

2.5.1. Gradients and grade controls----------------------29
2.5.2.Vertical curve------------------------------------------29
2.5.2.1. Crest curves--------------------------------------------29
2.5.2.2. Sag curves-----------------------------------------------30
2.5.3. Vertical curve design data ------------------------ -30
3. UNIT THREE: ROAD CROSS SECTIONS----------44
3.1 INTRODACTION ----------------------------------------44
3.2 Carriage way---------------------------------------------44
3.3 Road way--------------------------------------------------44
3.4 Earth work profile-------------------------------------44
3.5 LANE WIDTH--------------------------------------------44
3.6 SHOULDERS --------------------------------------------45
3.7 NORMAL CROSS FALL------------------------------45
3.8 SIDE SLOPE AND BAK SLOPE-------------------45
3.9 ROAD DITCHS------------------------------------------46
3.10 CLEAR ZONE------------------------------------------46
3.11 CURB-----------------------------------------------------46
4. UNIT FOUR: EARTH WORK AND QUANTIT-----47
4. 1.introduction-------------------------------------47
4.2. Area calculation---------------------------------47
4.3. Volume calculation-----------------------------48
4.4. primordial formula-----------------------------49
4.5. Basic earthwork operate---------------------49
4.6 Estimation of earthwork quantities
4.7. mass haul diagram
4.8. Economical over haul distance
iii
Unit five: Highway Drainage

5.1. Requirements of highway drainage system
5.2.Design of surface drainage system
5.2.1 hydrological analyses
5.2.2.Hydraulic design
standard reference tables and charts
Reference books
BACK GROUND
This two-lane highway project is located in Mekelle town, around
Abreha Castle hotel. The project is intended for reduction of
traffic load currently and for the expected traffic load in the
future, because the town is developing at high rate.
The project is done based on surveying data on existing road.
When we come to our case, we were given full surveying data for
the vertical profile and data for the horizontal profile, another
surveying data is provided which is not related to the vertical
profile data. As a result we design the Abreha Castle ring road for
vertical curve design and for horizontal curve we used the other
data.
Other design data, which are related to the geometry of the road
and drainage system, are taken from ERA2001 manual and other
standards design manuals.
iv
ABSTRACT
This project divided in to five units ,the first unit give the general
idea about route surveying and type of rout surveying .the second
chapter deals with geometric design of high way in general and
the design procedure and computation of vertical and horizontal
elements.
The third unit deals about the cross section of the road like
lane width carriage way side and back slope.
The forth unit deals about the earth work and quantity of the
project. Here the method of earth work computation and
determination of economical hauling distance is included.
The last unit deals with the high way drainage especially
about the design and hydrological analysis of the drainage.
vi
Introduction
Transportation deals with the movement of humans and materials from

place to place. In the world there is various types of transportations like
road, railway, air, water, etc.
From the above listed transportation types, the trends are towards road
transportation. The reason behind is
Roads provide a wide geographical coverage, particularly in hilly
regions. And it provides services for the communities from the start up
to end (termination)
Roads are constructed relatively at low initial coast than others and at
the same time stage construction is possible.
Road transportation gives a flexible service, i.e. free from fixed
program.
It gives door to door services, personalized service, creates higher
employment potential for the community
For the development of any nation, infrastructure like that of road is very
important. Its impossible to think of development with out having accessible
roads in a given nation.
Roads are very important for many reasons, some of them are
connecting nation to nation
reduce wastage of energy during travelling
connecting people to people living in different places
facilitate international and national trades
connecting the gap between producers and consumers
helps in the explorations of natural resources
used in the transportation of materials which are unevenly distributed
also enable the governance of vast areas under control of nation
Besides the advantages, there are some side effects and these side effects
should be reduced by proper design (project handing) and vehicle operation.
Some of the disadvantages are
Environmental pollution, like noise, vibration, less due to aesthetics
point of views.
Safety: road accidents become a concern in much country.
Parking: Especially in cities road transportation needs parking land.
Energy: it contains higher energy per KM.
In general when a road design is done the following consideration are done
horizontal alignment
vertical alignment
sight distance requirements
cross sectional elements
side drainage etc
-1-
Unit one
ROUTE SURVEYING
The need to do route surveying
If an adequate route surveying are not carried out properly, there will
be deficiencies in the selected alignment, specification and design are
to come to in trouble during execution of the work.
The quality of the survey has influence on the cost of the project. A
number of alternatives should be examined and the most appropriate
solution should be selected out. This is possible only if exhaustive
investigations are to be carried out.
Failures are encountered if the survey is not properly done.
Embankment subsidence, flooding of roads, land slide, deposition of
sand-dunes, and erosion of river or sea are some of the problems
which can be avoided by proper route surveying.
TYPES OF ROUTE SURVEYING

A) Reconnaissance surrey
B) Preliminary survey
C) Final location survey
D)Drawings and reports
A) Reconnaissance survey
The initial reconnaissance survey of the region implies an
examination of relatively large areas between the terminals for the
purpose of determining broad corridors through which alignment
may pass. This survey should be aided by available maps and
stereoscopic Ariel photographic coverage of the area.
The probable alignment can be located on the map from the
following details available on the map
-alignment avoiding valleys, ponds or lakes
-when the road has to cross a row hills, possibility of crossing the
mountains
pass
-approximate location of bridge sites for crossing rivers, avoiding
bending of river.
-2-
The second phase of reconnaissance survey is concerned with the

inspection of each bond to determine the most feasible route or
routes based on certain fundamental criteria that has significant
effect on its location.
SOME OF THE DETAILS TO BE COLLECTED ARE:

Valleys, ponds, permanent structures
Gradients, length of the gradients and radius of the curve
Number and type of drainage structures
Soil type, geological features
Source of construction materials, quarry sites
B) Preliminary survey
The preliminary survey consists in running an accurate traverse line
along the routes already recommended as a result of reconnaissance
survey in order to attain sufficient data for final location.
The main objectives of preliminary survey are:
To survey the various alternative alignment proposed
after reconnaissance and collect all necessary details of
topography drainage and soil
to fined the best alignment from all considerations
to compare the different proposal in view of the
requirement of a good alignment
C) Final location survey

The purpose of the final location is to fix the centreline of the selected
alignment in the field and to collect additional data for the preparation
of the drawings. If the preliminary survey has been done properly the
data collection work during the final alignment survey will be limited.
The following are the general features of the final location survey
Pegging the centre line

Centre line levelling
Cross section
Intersecting roads
Ditches and streams
-3-
D-Drawings and reports

The data, after necessary investigation and final location, is sent to
design office where its suitably proceed with respect to geometric
design, design of drainage structures and pavement design. A drawing
for the highway scheme is the graphical instructions as to how a road
way is to be constructed. Highway drawings should be accomplished
with reports, specifications of the design, and estimation of bill of
quantities.
A complete set of drawings for the highway may contain the

following
Site plan of the alignment

A detailed plan and profile
Cross sections for earth work at all necessary locations
typical road sections at selected sections such as junctions
a mass-haul diagram showing the movement of earth work
Construction details of structures like culverts, bridges, retaining
walls etc
-4-
Unit two
GEOMETRIC DESIGN
Geometric design in a highway design ,deals with the visible
dimensions of a road way. Properly designed highway geometries
provide optimum efficiency in the operation of traffic with safety.
2.1 Categories of geometric design

1) vertical and horizontal alignment
2) crossectional elements
3) sight distance
2.2 DESIGN CONTROL FACTORS
For the above categories, there should be a design control to satisfy
them. These controls are the following.
2.2.1
2.2.2
2.2.3
2.2.4
2.2.5
2.2.6
TOPOGRAPHY
DESIGN SPEED
TRAFFIC FACTOR
VOLUME AND CAPACITY FACTOR
ENVIROMENTAL FACTOR
DESIGN CLASS
2.2.1 TOPOGRAPHY
Topography of the area affects geometric design of a highway. The
areas under consideration are
plain
rolling
mountainous
steep
2.2.2 Design speed
It is the most important factor controlling the geometric design element
of a highway. Design speed is a speed determined for design and
correlation of the physical features of a highway that influences
vehicular operation. It is the maximum safe speed that can be
obtained over a specified section of a highway when conditions are so
-5-
favourable that the design feature of the highway governs. Different

speed standards are assigned for different classes of the road. The
choice of a design speed depends on primarily on the surrounding
terrain and the functional class of the highway.
Other factors determining the selection of design speed include traffic
volume and composition, costs of right of way and construction, and
aesthetic considerations.
The speed that a driver adopts on a highway depends on factors such
as
Physical characteristics
of a high way and its
surrounding
Weather condition in the area.
Presence of other vehicles and their nature.
Speed limitations place up on the vehicle either by law or
mechanical devices.
2.2.3 TRAFFIC FACTOR

Vehicular characteristics related to cars, buses trucks, motor cycles all
have different speed and acceleration characteristics. The same traffic
behaviour is also affected by physical, mental and psychological
characteristics of drivers and pedestrians.
2.2.4 VOLUME AND CAPACITY FACTOR

A highway is designed for not the traffic flow but slighter lower values,
so a reasonable value of traffic volume is decided by multiplying the
peak flow with a factor.
2.2.5 ENVIROMENTAL FACTOR
Landscaping, air pollution and aesthetic conditions also affect road

geometries.
-6-
2.3 Horizontal Alignment

In horizontal alignment, the design, should be consistence to the topography,
provide good drainage system and minimize earth work. And the alignment
selected for particular project should run with out sudden changes from easy
to sharp curves.
The design elements of the horizontal alignment are the tangent, or

straight section, the transition curve (spiral) and the super elevation
section.
2.3.1 Tangent section or straight.
Tangent section uses in aesthetic point of view, and beneficial in flat
terrain than other topographies. However, long tangent sections
increase the danger from headlight glare and usually lead to excessive
speeding. Long distance of tangent section in hot climate is difficult in
safety aspect. And due to the broken back effect, short tangents b/n
curves in the same direction should not be used .
2.3.2 The circular curve.
The circular part of the horizontal alignment is provided to create a
smooth transition between the tangents of different angle. It is one of
the important features which influences efficiency and safety of road.
When a vehicle moves in a circular path, it is forced radial out
ward by centrifugal force which is counterbalanced by providing super
elevation of the and the existing side friction developed between the
tires and the road surface.
-7-
Circular Horizontal Curve elements
PI
PC
90
90
PT
Radius, usually measured to the centerline of the road, in meter.

= Central angle of the curve in degrees
PC = point of curve (the beginning point of the horizontal curve)
PI = point of tangent intersection
PT = Point of tangent (the ending point of the horizontal curve)
T = tangent length in m.
M = middle ordinate from middle point of cord to middle point of
curve in m.
E = External distance in m.
L = length of curve
D = Degree of curvature (the angle subtended by a 20m arc*
along the horizontal curve)
C = chord length from PC to PT
-8-
2.3.4 Minimum radius

The minimum radius is a limiting value of curvature for a given design
speed and is determined from the maximum rate of super elevation
and the maximum side friction factor selected for design(limiting value
of f). The minimum radius Rmin can be calculated directly from the
simplified formula given by;
Rmin=vd2/127(e+f)
The minimum design radius required for a curve should satisfy:

1. Tendency of skidding (sliding)
Rain=vd2/127(elf)
2. Tendency of overturning
R=Vd2(y-ex.)/127(xylem)
Where
x & y are centre of the vehicle.
Vd=design speed.
e=supper elevation.
3. Sight distance requirement.
R=Sdmin/8M
Where
Semen=minimum sight distance.
M=distance from the obstruction to the curve as shown at
fig.?
Therefore the minimum design radiuses are the maximum of the
radius of the above.
The minimum radius Rmin can be calculated directly from the simplified
formula given by;
Rmin=vd2/127(e+f)
2.3.4 Sight distance

Sight distance is the length of the highway thats visible to a driver. A safe
sight distance is the distance needed by the driver on arterial, or a driver
exiting a drive way or a street, to verify that the road is clear and avoid
conflicts with other vehicles. Sight line must be kept free of objects which
might interfere with ability of drivers to see other vehicles. Features like hills,
curves in the road, vegetation, other land escaping, sins and buildings can
reduce sight distance. In design two sight distances are considered: passing
sight distance and stopping sight distance
-9-
2.3.4.1 Stopping sight distance

Stopping sight distance is the sum of two distances: the distance traversed
by the vehicle from the instant the driver sights an object necessitating a
stop to the instant the brakes are applied and the distance required to stop
the vehicle from the instant brake application begins. These are referred to
as brake reaction distance and braking distance, respectively.
2.3.4.2 Passing sight distance

Passing sight distance is the minimum sight distance that must be available
to enable the driver of one vehicle to pass another vehicle, safely and
comfortably, without interfering with the speed of an oncoming vehicle
traveling at the design speed, should it come into view after the overtaking
maneuver is started. The sight distance available for passing at any place is
the longest distance at which a driver whose eyes are 1.07m above the
pavement surface can see the top of an object 1.07m high on the road.
Passing sight distance is considered only on two-lane roads. At critical
locations, a stretch of four-lane construction with stopping sight distance is
sometimes more economical than two lanes with passing sight distance.
d1 = distanced traversed during perception/reaction time to the point

where the
vehicle just enters the left lane
- 10 -
2.3.4.3 Horizontal curve sight distance

Another element of horizontal alignment is the sight distance across
the inside of curves. where there are sight obstructions(such as walls,
cut slopes, building, and longitudinal barriers) on the inside of curves,
a design to provide adequate sight distance may require adjustment in
the normal high way cross section or change in alignment if the
obstruction can not be removed.
Because of the many variables in alignment and cross sections and in
number, type , and location of possible obstructions, specific study
usually is necessary for each conditions using design speed and a
selected sight distance as a control, the designer should, check the
actual condition and make the necessary adjustments in the manner
most fitting to provide adequate sight distance.
- 11 -
2.3.4.4 Horizontal stopping sight distance

For general use in design of a horizontal curve, the sight line is a chord
of the curve and the applicable stopping sight distance is measured
along the central line of the inside lane around a defined horizontal
Curve:
Sight Distance
Highway Centerline
Line of sight
PC
PT
Sight Obstruction
Centerline of inside lane
2.3.5 Transition curve

When a vehicle travelling from the straight portion to the curved
portion, it is suddenly subjected to centrifugal force which cause shock
sway. To avoid this problem it is common to provide transition curve
which has constantly changing radius which varies from infinity to the
radius of the curve.
Transition curves can be inserted between tangents and circular
curves to reduce the appropriate changes. The curve commonly
inserted is known as Euler spiral curve.
There fore we provide transition curves at the beginning of the circular
curves having a radius equal to infinity at the end of straight and
gradually decreased to the radius of the circular curve. It is also
- 12 -
provided at the exit of the curve.

Determination of Length of transition curve;
The length of transition curve is determined by taking in to account
the following
1. The ratio of change of centrifugal acceleration.
Ls=0.0215vd3/c.Rc
2. The rate of change of super-elevation.
The higher of the two values is taken as design transition length.
Figure. Elements of transition curve
- 13 -
2.4 HORIZONTAL CURVE DESIGN

We have three horizontal curves
Curve 1
PI=27+008
(Dela) =9303012
Calculation of minimum radius of the curve
Rmin=vd2/127(e+f)
from the table
Vd=50
e=4%
from the table for urban area (ERA table 2.6)
f=0.22
Rmin= 75.712m
But Rmin is less than from Rmin in the table recommended in ERA
manual so we use the minimum recommended value from table
Rmin= 100m =Rc radius of the curve.
Since the topography is rolling and the radius is minimum we use
transition curve.
Design of transition curve
Length of transition
Ls=0.0215v3/(c* Rc)
v=50
C=72/(vD+65)=0.63
Rc=100m
Ls=44m
s=Ls/2*Rc
=44/2*100*180/=12.60
c=-2* s
=9301312-2*1203618.3
=6801735.5
Ys= Ls2/6* Rc=3.25
- 14 -
Calculation of station
Sc=station Ts+ Ls
=26+870.85+44
=26+914.85
CS=station of Sc+Lc
=26+914.85+119.19
=27+034
ST=station of cs+Ls
=27+034+44
=27+078
Deflection angle ()
=(l/ Ls)2 s/2- CS, but CS=0 because s is laser than 16.
Curve se t out for the centeral curve by using deflection angle ()
= *d= ( r c l/lc
- 15 -
Setting out of the curve with transition

We use deflection angle method
Table 1
entrance transition curve
diflection
station
l (m)
angle
remark
26+870.85
0
0
Ts
26+890
19.15 0.795576
26+910
39.15 3.325121
26+914.85
44
4.2
Sc
centeral cercular curve
diflection
station
l (m)
angle
remark
26+914.85
0
0
Sc
26+920
5.15 1.476115
26+940
25.15 7.208599
26+960
45.15 12.94108
26+980
65.15 18.67357
27+000
85.15 24.40605
27+020
105.15 30.13854
27+034
119.19 34.16274
Cs
exit
transitioncurve
27+034
0
44
4.2
Cs
27+054
24
1.249587
27+074
4
0.034711
27+078
St
Curve 2
PI=27+352.98
(Dela) =6401006
Calculation of minimum radius of the curve
Rmin=vd2/127(e+f)
VD=50
from the table
e=4%
from the table for urban area(ERA table 2.6)
f=0.22
Rmin= 75.712m
But Rmin is less than from Rmin in the table recommended in ERA
manual so we use the minimum recommended value from table
- 16 -
Rmin= 100m =Rc radius of the curve.

Since the topography is rolling and the radius is minimum, we
use transition curve.
Design of transition curve
Length of transition
Ls=0.0215v3/(c* Rc)
v=50
C=72/(vD+65)=0.63
Rc=100m
Ls=44m
s=Ls/2*Rc
=44/2*100*180/=12.60
c= Ls3/40Rc2-2* s
=6401006-2*1203618.3
=3802324
Ys= Ls2/6* Rc=3.25
Xs= Ls- Ls3/40Rc2=43.79
K= Xs-
sin
s=21.98
S= Ls2/24Rc2=.81
The tangent distance between pi and Ts
Ts=k+(R+s)tan/2
=85.18
Calculation of station
Sc=station Ts+ Ls
=27+311.8
CS=station of Sc+Lc
=27+311.8+68
=27+379.8
ST=station of cs+Ls
=27+379+44
- 17 -
=27+423
Deflection angle ()
=(l/ Ls)2 s/2- CS, but CS=0 because s is laser than 16.for the
spiral curve .
Curve se t out for the central curve by using deflection angle ()
= *d= ( r c l/
Table2
enterance transtion
curve
station
27+267.8
27+280
27+300
27+311.8
L(m)
0
12.2
32.2
44
Diflaction
angle
0
0.322897
2.249343
4.2
remark
TS
Sc
centeral cercular curve

27+311.8
27+320
27+340
27+360
27+379.8
0
8.2
28.2
48.2
68
0
2.350318
8.082803
13.81529
19.49045
Sc
Cs
exittransitioncurve
27+379.8
27+380
27+400
27+420
27+423.8
44
43.8
23.8
3.8
0
4.2
4.161905
1.228847
0.031326
0
Cs
TS
Curve 3
PI=28+121.54
Dela=2101724
In this curve, hence delta() from the give data is small so the
topography relatively flat , use sample circular curve with a
radius of 150m.
- 18 -
Setting out of simple circular curve.

Table 3
corection
station
length
Deflec
tion a
Remark
2.4.1 Widening of high way

Extra widening of pavements on curves and embankments is
provided for the following reasons.
rear wheels follow front wheels in shorter radius.
Trailers fitted on trucks, dont follow path of trucks wheels.
In build up areas in order to have adequate sight distances.
Psychologically drivers tend to keep greater clearances with
vehicles coming from the opposite direction and might thus move
out of a lane when traversing a curve.
Extra widening is provided for two cases.
1.Widening for vehicle operation
W=nL2/2R
2. extra widening needed for Psychological reason.
W=Vd/10 R
Then total widening needed for n lanes of highway is given by:

We=nL2/2R+vd/10R1/2
Where
n =No of lane.
L =length of the vehicle
R = radius of curvature
Vd = design speed.
Widening for curve one

We=nL2/2R+vd/10R1/2
We=2*72/2*100 + 50/10 100
=0.99m
Therefore provide 1m widening, 0.5m on both sides of the road.
Widening for curve two
- 19 -
We=nL2/2R+vd/10R1/2
We=2*72/2*100 + 50/10 100
=0.99m
Therefore provide 1m widening, 0.5m on both sides of the road
Widening for curve three

We=nL2/2R+vd2/10R1/2
We=2*72/2*150 + 50/10 150
=0.728m
Therefore provide 0.8m widening ,0.4m on both sides of the road.
2.4. 2 Super-elevation
Super elevating on curves is intended to counter act of the centrifugal
force, the remaining part being resisted by the lateral friction. Also,
super-elevating results in economics in maintenance. This is because
skidding and unequal pressure on the wheels of vehicles, which
results from high value of side way force between the tyres and the
road way surface, give rise to potholes and necessitate frequent
attention to the surface.
Generally super-elevation rate, e is the raising of the outer edge of the
road along a curve
in order to counteract the effect of radial centrifugal force in
combination with the friction between the surface and tyres developed
in the lateral direction.
Maximum value is controlled by;
Climatic condition; frequency and amount of snow/icing.

Terrain condition; flat vs mountainous.
Area type; rural vs urban.
Frequency of very slow moving vehicles.
Attainment of supper elevation.

the provision of super elevation from the normal crown section to fully
supper elevated surface should be done with out any reduction in speed and
with out disturbing the safety and comfort of the users.
This process is achieved in two stages.
In the first stage the outer edge of the camber is gradually raised until it
becomes level.
- 20 -
In the second stage the surface of the road is rotated about the centre line of
the carriage way and gradually lowering the inner edge keeping the level of
the centre line (crown) constant as shown on the diagrams.
supper elevation design .

In this project we have two types of super elevation
A. for curves with transition
B. simple curve
A. supper elevation alignment design of curve
transition.
with spiral
The method of attainment is by rotating the surface about the centre of the
road.
Curve one
At the entrance of the curve
Tangent run out (crown runoff) section: Length of roadway needed to
Accomplish a change in out-side cross slope from normal cross slope
Rate to zero which is the tangent distance needed to avoid sudden change.
It is computed from geometry of the cross slop and design supper elevation
as follows
First the vertical distance b/n the edge to centre of the road , y, can be
calculated from the width of the lane and cross slope as
Y=w*s
Where
w= lane width
S=cross slope
Y=7m*2.5%
Y=0.175m
Then the longitudinal length required is determined from y and design
supper elevation
Lt=y/e
Lt=0.175/0.04
== 4.375m
Runoff section: Length of roadway needed to accomplish a

change in
Out-side cross slope from zero to full super elevation which is
equal to the length of the transition spiral curve (i.e. ts to sc)
that is 44m as shown in the fig.
The inner edge starts to rotate at a distance equal to tangent run
out from the point where the out-side cross slope is zero.
L=4.375m
The full supper elevation is attaining at sc. which is 4%as shown in the fig.
- 21 -
At the exit of the curve

as follows
First the vertical distance b/n the edge to centre of the road, y, can be
Y=w*s
Where
w= lane width
S=cross slope
Y=7m*2.5%
Y=0.175m
supper elevation
Lt=y/e
Lt=0.175/0.04
= 4.375m

change in
Out-side cross slope from zero to full super elevation which is equal to
the length of the transition spiral curve ( i.e. ts to sc)
That is 44m as shown in the fig.
- 22 -
The inner edge starts to rotate at a distance equal to tangent run out
from the point where the out-side cross slope is zero.
L=4.375m
The full supper elevation is attaining at sc. which is 4%as shown in the
fig.
Curve two
as follows
First the vertical distance b/n the edge to centre of the road, y, can be
Y=w*s
Where
w= lane width
S=cross slope
Y=7m*2.5%
Y=0.175m
supper elevation
Lt=y/e
Lt=0.175/0.04
== 4.375m
use 5.00m
- 23 -

change in
Out-side cross slope from zero to full super elevation which is
equal to the length of the transition spiral curve ( i.e. ts to sc)
That is 44m as shown in the fig.
The inner edge starts to rotate at a distance equal to tangent
run out from the point where the out-side cross slope is zero.
L=4.375m
The full supper elevation is attaining at sc. which is 4%as shown in the fig.

as follows
First the vertical distance b/n the edge to centre of the road ,y, can be
Y=w*s
Where
w= lane width
S=cross slope
Y=7m*2.5%
Y=0.175m
- 24 -
Then the longitudinal length required is determined

supper elevation
Lt=y/e
Lt=0.175/0.04
= 4.375m
use 5.00m
from
y and design

change in
Out-side cross slope from zero to full super elevation which is equal to
the length of the transition spiral curve (i.e. ts to sc)
that is 44m as shown in the fig.
The inner edge starts to rotate at a distance equal to tangent run out
from the point where the out-side cross slope is zero.
L=4.375m.
The full supper elevation is attain at sc.which is 4%as shown in the fig.
B/ Attainment of supper elevation for a curve with no spiral

transition.
CURVE THREE
For simple curves (curves with out spiral transition)
supper elevation is attained providing 2/3L
and1/3 of L in the curved portion of the road.
- 25 -
in to the tangent
In ERA2001 manual table8.5 gives both supper elevation rates and

length of runoff for horizontal curves at d/t speeds for 4% maximum
supper elevation.
For the this curve in our project
Radius of the curve ,R=150m
Design speed, Vd=50km/hr.
Maximum supper elevation, emax=4%
Then from the table the minimum length of runoff excluding tangent
run out is 28m.and hence the length rounds in to multiple of 10m for
ease of calculation, so use L=30m.
There for we provide 10m on the curve and 20m on the tangent
portion.
The tangent run out can be determined as follow:
Y=w*s
Y= the vertical distance b/n the edge to centre of the road
w= lane width
S=cross slope
Y=7m*2.5%
Y=0.175m
Then the longitudinal length required (The tangent run out) is
determined from y and design supper elevation, e
Lt=y/e
Where
Lt=0.175/0.04= 4.375m ( remove adverse crown )
- 26 -
- 27 -

All the competition is the same to the above.
- 28 -
2.5 Vertical alignment

Due to he ups and downs of the topography, it is not possible to join
two given points straight horizontally. So it must to use different series
of grades. And to create a smooth transition b/n these grades
parabolic curves are used.
Therefore vertical alignment includes:
1. Lection of appropriate gradients.
2. Joining the grades with smooth curve
2.5.1 Gradients and grade controls.

In determination of grades for vertical alignment the following are
taken in to consideration;
1. for the maximum limit.
Visibility related to sight distance.
Cost of vehicle operation
Cut and fill (earth work
Passengers comfort.
General appearance and
Existing road intersections & adjacent land use.
2. for the minimum limit
Drainage purpose
In this project the two extreme cases are taken in to account as
recommended by ERA 2001.
2.5.2 Vertical curves

According to the topography (position of gradient)vertical curves are of
two types.
1. Curves that are offset bellow the tangent line (grade) called
crest curve.
2. Curves that are offset above the tangent called sag curve.
In this project the two types of curves are applied.
2.5.2.1 Length of vertical curves.

2.5.2.1.1crest curves
In determining the length of the curve the following points are
taken in to account
sight distance (both stopping and passing )
class of highway (DS4)
topography (rolling in our case)
Curvature
- 29 -
general appurtenance
2.5.2.1.2 sag curves

The length of the curve is determined by taking the following criterias
in to account
headlight sight distance
passengers comfort
drainage control
general appearance
When the computed curve length for the above requirements is less
than the minimum curve length recommended by ERA2001, this
recommended value is taken. I.e. Lc is the max. Of the two (computed
or recommended)
2.5.3 Vertical curve design data

The design dates are taken from ERA 2001table 2.6 DS4
Design speed
Topography .
Maximum gradient desirable
Maximum gradient absolute
Minimum gradient
Min. stopping sight
Min .passing sight distance
50km pr hr
Rolling
7%
9%
0.5%
55
175m
Computation of elements of the vertical curves applied in this

project.
Curve one (Crest curve)
Station of PVI
0+100
Elevation
2105.294
Gradient, g1
-0.508%
Gradient, g2
-2.086%
A= g2-g1
A=-.02086-(-0.00508) =/-0.01578/
1.57%
Computation of the curve length
= 0.0157
1. Curve length required for minimum curvature, k

L =AK
- 30 -
or
=10*1.578
=15.78m
2. Length required for safe stopping
when Sd < Lc
L = 2SD -2(h1+h2+2 h1 * h2
A
Lc=2*55-2(1.2+0.15+2 1.2 * 0.15
1.578
Lc=-168.65m
3. Length required for safe passing
A
L = 2SD -2(h1+h2+2 h1 * h2
Lc=2*175-2(1.07+1.3+2 1.07 + 1.3
1.578
Lc=-249.34m
Here the negative sign indicates that the curve length is visible
and no need for sight distance consideration.
4. Length required for passengers comfort
Lc = Vd2*A
3.89
=50*50*1.578
3.89
= 10.14m
5.
Length required for aesthetic (appearance)

Lc = 30 *A
=30*1.578
=47.34m
Therefore it is enough to provide the minimum curve length
provided by ERA 2001, which is200m.
Determination of the curve elements
By providing symmetrical curve of equal tangent length L1=L2=
=100m
Station of PVI =0+100
=0+000
Elevation = 2105.294
Station of PVC = phi- L1
=(0+100)-100
=0+000
Elevation
= 2105.802
- 31 -
L
2
Station of PVT =PVI + L2

= (0+100) +100=0+200
=0+200
Elevation
=2103.200
Determination of elevations on the curves at x distance from PVC
(STATION 0+000)
EX = Epic + g1 + y
Where
y =offset at x distance from pvc
= (g2-g1)*L*4x2
800*L2
where
e=4(g2-g1)*L
800*L2
Y
2
Y=e*x
= -0.000039 x2
Therefore
Ex = 2117.151-0.05375-0.001164 x2
All the values at full station are shown on the table attached
bellow.
Location of the highest points on the curve is required for
the determination of drainage patterns, and computed as
follow
Location
X m =-g1*L
A
= . 508*200
1.578
= 64.38m
There fore the highest point is at 0+64.38 from pvc
The elevation of the curve at this poet
Ex = 2105.802 - 0.00508x + 0.00003965 x2
Ex = 2105.802 - 0.00508(64.38) + 0.00003965(64.38)*64.38
=2105.3106
- 32 -
Table 1
station dista.
0+000 0
0+003 3
0+020 20
0+040 40
0+060 60
0+080 80
0+100 100
0+120 120
0+140 140
0+160 160
grade
0.00508
0.00508
0.00508
0.00508
0.00508
0.00508
0.00508
0.00508
0.00508
0.00508
0+180 180
0+200 200
0.00508 0.00003965 2103.603 2103.45

0.00508 0.00003965 2103.2
2102.738
e
0.00003965
0.00003965
0.00003965
0.00003965
0.00003965
0.00003965
0.00003965
0.00003965
0.00003965
0.00003965
elevation
2105.802
2105.802
2105.685
2105.535
2105.354
2105.142
2104.898
2104.621
2104.314
2103.974
Gr.elevation cut/fill
2105.802
2106.109
2106.466
2106.636
2106.205
2105.935
2105.568
2105.084
2104.402
Curve two
Sag curve
Station of PVI = 0+330
Elevation
= 2102.913
g1 = -0.02086 = 2.086 %
g2 = 0.05372 = 5.0375%
A = g2-g1
=.05372-(-0.02086)
=0.07458 =7.458%
L =AK
= 7.458*12 =890496
When Sd< Lc
Lc = Sd2*A / 2(hasten )
- 33 -
remark
pvc
0
0.42446
0.93064
1.28154
1.06316
1.0375 pvi
0.94656
0.77034
0.42784
0.15294
-0.462 pvt
Where for sag curve, the height from the ground to the
eye of the driver, h =0.6 and
The angle b/n the ray from the observers eye to the object , =
1o
Then, the required curve length is:
Lc =552*0.07458 /2(0.6+55tan1)
= 72.3078m
Lc = 2*Sd - 2(hasten )
A
Lc = 2*175 2(0.6+ 175tan1)
0.07458
Lc = 251.994m
To get full station, lets use Lc =260m
4. Length required for passengers comfort
Lc = Vd2*A
3.89
Lc = 47.93
Length required for aesthetic (appearance)
Lc = 30 *A
Lc = 30*7.458
= 223.74m
there fore the maximum of the above values i.e. Lc = 260m is to
be provided as curve length.
determination of the curve elements
station of PVI =0+330
station of PVC = phi- L1
= 0+330 - 130
=0+200
Elevation
= 2103.200
station of PVT =PVI + L2
=0+330 + 130 = 0+460
Determination of elevations on the curves at x distance from PVC
(STATION 0+200)
EX = Epic + g1 + y
where y =offset at x distance from pvc
= (g2-g1)*L*4x2
800*L2
= 7.458*260*4*x2
800*260*260
5.
- 34 -
=0.0001434 x2
Therefore
Ex = 2103.2 - 0.02086x + 0.00014348 x2
all the values are shown on the table attached bellow.
location of the lowest points on the curve is required for the
determination of drainage patterns, and computed as follow
location
Xm =-g1*L
A
= 2.086*260
7.458
= 72.72m
from PVC (0+200)
There for the location of the lowest point is at
0+272.7
Elevation of the curve at this station is:
E0+272.72 = 2102.913 - 0.02086*72.72 +0.0001434*72.722
= 2102.150
TABLE 2
station
0+220
dista.
20
grade
0.02086
e
0.00014348
elevation
2102.84
Gr.elevation
2102.425
cut/fill
-0.415192
0+240
40
0.02086
0.00014348
2102.595
2102.164
-0.431168
0+260
60
0.02086
0.00014348
2102.465
2102.023
-0.441928
0+280
0+300
0+320
0+340
0+360
0+380
0+400
0+420
0+440
0+460
80
100
120
140
160
180
200
220
240
260
0.02086
0.02086
0.02086
0.02086
0.02086
0.02086
0.02086
0.02086
0.02086
0.02086
0.00014348
0.00014348
0.00014348
0.00014348
0.00014348
0.00014348
0.00014348
0.00014348
0.00014348
0.00014348
2102.449
2102.549
2102.763
2103.092
2103.535
2104.094
2104.767
2105.555
2106.458
2107.476
2102.009
2101.897
2102.046
2102.145
2102.737
2103.56
2104.509
2105.51
2106.5
2107.526
-0.440472
-0.6518
-0.716912
-0.946808
-0.798488
-0.533952
-0.2582
-0.045232
0.041952
0.050352
Curve three
Crest curve
Station of pvi =0+740
Elevation =2121.361
=0+740
- 35 -
remark
pvc
pvt

L =AK
=10*40655
=46.55m
When Sd < Lc
L = 2SD -2(h1+h2+2 h1 * h2
A
LC=2*55-2(1.2+0.15+2 1.2 * 0.15
4.655
Lc=15.50m
L = 2SD -2(h1+h2+2 h1 * h2
A
Lc=2*175-2(1.07+1.3+2 1.07 + 1.3
4.655
Lc=146.83m
4 . length required for passengers comfort
Lc = Vd2*A
3.89
=50*50*4.655
3.89
= 29.92m
5. Length required for aesthetic (appearance)
Lc = 30 *A
=30*4.655
=139.65m
There fore the maximum of the above values i.e. Lc = 146.83m is
less than the minimum curve length recommended by ERA2001
,which is LC=200m. so this value is provided as curve length.
By providing symmetrical curve of equal tangent length
L1=L2=
L
2
=100m
Station of PVI =0+740 -100
- 36 -
=0+640
=0+740+100
=0+840
Elevation
2117.151
= 2103.200
=0+740+100=0+840
=0+840
Elevation
=2123.240
Determination of elevations on the curve at x distance from
PVC (station 0+200)
EX = Epvc + g1 + y
Where y =offset at x distance from pvc
= (g2-g1)*L*4x2
800*L2
where
e=4(g2-g1)*L
800*L2
2
Y=e*x
= -4.655*x2
200*200
= -0.001164 x2
Therefore:
Ex = 2117.151+0.05375x-0.001164 x2
all the values are shown on the table 3 attached bellow.
Location of the highest points on the curve is required for
the determination of drainage patterns, and computed as
follow
Location
Xm =-g1*L
A
= 5.375*200
4.655
= 240.73m
This value shows that the curve is an increasing curve
- 37 -
Table 3
station
dista.
grade
elevation
Gr.elevation
cut/fill
0+640
0.05375
0.00011652
2117.151
2117.572
0.421
0+660
20
0.05375
0.00011652
2118.179
2118.827
0.6476068
0+680
40
0.05375
0.00011652
2119.115
2119.586
0.4714272
0+700
60
0.05375
0.00011652
2119.957
2120.268
0.3114612
0+720
80
0.05375
0.00011652
2120.705
2121.028
0.3227088
0+740
100
0.05375
0.00011652
2121.361
2121.518
0.15717
0+760
120
0.05375
0.00011652
2121.923
2121.843
-0.0801552
0+780
140
0.05375
0.00011652
2122.392
2122.367
-0.0252668
0+800
160
0.05375
0.00011652
2122.768
2122.973
0.2048352
0+820
180
0.05375
0.00011652
2123.051
2123.377
0.3261508
0+840
200
0.05375
0.00011652
2123.24
2123.788
0.54768
Curve four
Sag curve
Station of PVI = 1+170
Elevation
= 2124.176
g1 =0.0072 =0.72%
g2 = 0.0572 = 5.072%
A = g2-g1
=.0572-(-0.0072)
=0.05 =5
- 38 -
remark

L =AK
= 5*12 =60m
When Sd < Lc
Lc = Sd2*A / 2(hasten )
Where h =0.6 and
=1
Lc =552*0.05 /2(0.6+55tan1)
= 48.47m
Lc = 2*Sd - 2(hasten )
A
Lc = 2*175 2(0.6+ 175tan1)
0.05
Lc = 200.81m
To get full chain age, lets use Lc =200m
4 . length required for passengers comfort
Lc = Vd2*A
3.89
=50*50*0.05
3.89
Lc = 32.13m
5. Length required for aesthetic (appearance)
Lc = 30 *A
Lc = 30*5.00
= 150.00m
There fore the maximum of the above values i.e. Lc = 200m is to
be provided as curve length.
Station of PVI =1+170
= ( 1+170) - 100
=1+070
Elevation
= 2124.896
=(1+170) + 100 = 1+270
Determination of elevations on the curves at x distance from
PVC (station 1+070)
- 39 -
EX = Epic + g1 + y
where y =offset at x distance from pvc
= (g2-g1)*L*4x2
800*L2
= 5*200*4*x2
800*200*200
y= ex2
=0.000125 x2
therefore
Ex = 2124.896 - 0.0072x + 0.000125 x2.
All the values at each full station are shown on the table4
attached bellow.
Location of the lowest points on the curve is required for the
determination of drainage patterns, and computed as follow
location
Xm =-g1*L
A
= 0.0072*200
0.05
= 28.80m
from PVC (1+070)
There for the location of the lowest point at that station(1+098.80)
is
E1+098.80 = 2124.896 0.0072*28.8+0.000125*28.8*28.8
= 2124.585
Table 4
station
1+070
1+080
1+100
dista.
0
10
30
grade
0.0072
0.0072
0.0072
e
0.000125
0.000125
0.000125
elevation
2124.896
2124.981
2125.225
Gr.elevation
cut/fill
2124.353
2124.578
-0.6275
-0.6465
1+120
1+140
1+160
1+180
1+200
1+220
1+240
1+260
1+270
50
70
90
110
130
150
170
190
200
0.0072
0.0072
0.0072
0.0072
0.0072
0.0072
0.0072
0.0072
0.0072
0.000125
0.000125
0.000125
0.000125
0.000125
0.000125
0.000125
0.000125
0.000125
2125.569
2126.013
2126.557
2127.201
2127.945
2128.789
2129.733
2130.777
2131.336
2125.053
2125.663
2126.365
2126.995
2127.745
2128.659
2129.672
2130.646
-0.5155
-0.3495
-0.1915
-0.2055
-0.1995
-0.1295
-0.0605
-0.1305
Curve five
- 40 -
remark
pvc
pvt
Crest curve
Station of VPI =1+440
g1 =0.0572=5072%
g2=0.005=0.5%
A=0.005-0.0572
=/-0.0522/ =0.0522
Determination of the curve length
1. Length required for the minimum curvature
Lc=A*K
=10*5.22
=52.2m
2.Length required for stopping
When Lc<Sd
Lc=2*55-2(1.2+.15+2
5.22
=25.76m
When Sd > L
Lc=2*175 2(1.07+1.3+2
5.22
=168.82m
4. Length required for aesthetic
Lc=30*A
=30*5.22
=156.60m
Hence all the above values are less than the minimum
requirement, for this curve the minimum curve length
recommended by ERA2001, which is 200m is used.
Elements of the curve
By providing symmetrical curve
L1=L2=L/2=100
Station of VPI =1+440
Station of pvc =(1+440)-100
=1+340
Elevation =2135.421
Station of pvt =(1+440)+100
- 41 -
of
equal
tangent
length,
=1+540
Elevation=2141.632
Elevation of the curve, Ex ,at x distance from pvc (1+340)
Ex=Evpc+g1x - y
Where y=Ax2
200*L
= 5.22*X2
200*200
Y =0.0001305X2
There fore
Ex=2135.421+0.0572-0.0001305x2
Location of the highest point on the curve
X m =-g1L
A
=5.72*200
5.22
=219.15
This shows that the curve is an increasing curve and no drainage
problem
Table 5
station dista. grade e
elevation Gr.elevation cut/fill remark
1+340 0
0.0572 0.0001305 2135.412 2135.557
0.145
pvc
1+360 20
0.0572 0.0001305 2136.504 2136.842
0.3382
1+380 40
0.0572 0.0001305 2137.491 2138.069
0.5778
1+400
1+420
1+440
1+460
1+480
1+500
1+520
1+540
0.0572
0.0572
0.0572
0.0572
0.0572
0.0572
0.0572
0.0572
0.5878
0.4582
0.425
phi
0.2762
0.1458
0.3968
0.8702
1.185
pvt
60
80
100
120
140
160
180
200
0.0001305
0.0001305
0.0001305
0.0001305
0.0001305
0.0001305
0.0001305
0.0001305
- 42 -
2138.374
2139.153
2139.827
2140.397
2140.862
2141.223
2141.48
2141.632
2138.962
2139.611
2140.252
2140.673
2141.008
2141.62
2142.35
2142.817
The finished road profile is shown below
- 43 -
Unit three
ROAD CROSS SECTIONS
3.1 INTRODACTION
A cross section will normally consist of the carriage way,
shoulders, or curbs, drainage features and earth work profiles.
3.2 Carriage way: the part 0f the road constructed for use by
moving traffic. Includes
Traffic lanes
Auxiliary lanes such as acceleration and declaration lanes
Climbing lanes
Passing lanes
3.3 Road way: consists of the carriage way and shoulders and
parking lanes.
3.4 Earth work profile: includes side slop and back slope.
For urban cross section cross section elements may also
includes facilities for
Pedestrians
Cyclist
And other special user groups these includes curbs, foot
way and islands. Since this particular project is urban and
design standard four (DS4) ROAD it contains the above
mentioned elements.
Lane width and shoulder width should be adjusted to traffic
requirements and characteristics of the terrain. The cross
section may vary over the particular rout because of these the
terrain but for this particular project all the cross sections are
assumed to be equal because the terrain and the traffic
character are constant thought the entire road.
3.5 LANE WIDTH
Feature of a high way having great influence on safety and
comfort in the width of the carriage way, due to this we use a
lane width of 3.5 mare used which is recommended for DS4
road are shown in table 2.1 ERA2001 for all roads design
standards.
- 44 -
3.6 SHOULDERS
Shoulders is a portion of the road way contiguous to carriage way
for the accumulation of stopped vehicles, traditional and
intimidate non motorized traffic, animals, pedestrians and
emergency use. And also used for the recovery of stopped vehicles
and lateral support of the pavement course. Shoulder width are
specified on ERA 2001 standards for this particular project we
choose a shoulder width of 3.5 m. where the carriage is paved the
shoulder also be sealed with single bituminous surface treatment
.
3.7 NORMAL CROSS FALL
Normal cross fall should be sufficient to provide adequate surface
drainage whilst not being so great as to make steering difficult.
According to ERA normal cross fall should be 2.5%on paved roads
and 4% on unpaved road. Shoulders are the some as normal
cross fall. Since the project is paved road we take a normal cross
fall of 2.5%for all the shoulders and carriage way.
3.8 SIDE SLOPE AND BAK SLOPE
Side slopes and back slopes should be designed to insure the
stability of the road way and to provide a reasonable opportunity
for recovery of un out of control vehicle.
Three regions of road side important which evaluating the
safety of aspect of such as
The top of the slope (hinge point)
The side slope
The toe of the slope (intersection of the for slope and with level
ground or with back slope )
The selection of a side slope and back slope is depend on safety
consideration , height of cut or fill and economic consideration
.ERA 2001 table 6.1 indicates the side slope recommended for
use in the design according to the height of cut and fill and the
material.
Depending to the given standard ratio our project is designed
and set out the appropriate and economical road section.
- 45 -
3.9 ROAD DITCHS

For this particular project we use a covered side ditch since the
road is urban road.
3.10 CLEAR ZONE
For adequate safety it is desirable to have good clear zone road for
recovery area .that is as wide as a practical on the specific high
way section.
CURB: is a vertical /slope member along the edge of pavement, in
this particular case we propose per cast concrete of, which
protects the edge and clearly define the edge to vehicle operators.
the main functions are.
To facilitate and control drainage
To strengthen and to protect pavement edge
To give good appearance
- 46 -
Chapter three
EARTH WORK AND QUANTITY
3.1 INTRODACTION
Earth work is conversion of natural condition to required section and
grade. Earth work in high way design includes determination of cuts
and fills, location of borrow, waste sites, the free haul and over haul
distance determination.
The most common item of work encountered in high project is earth
work. the estimation of earth quantities that deserves a detailed
treatment. According to ERA specification the rate of earth work in it
such as
Excavation in borrow area
Transporting to the site of embankment including all lifting and
loads not greater than 50 meter.
The quantity of work in embankment and cuts are computed by the
cross sectional end area method. The area of earth work in each cross
section is computed by the help of mm paper or Plano meter and also
can be calculated by using soft ware programs.
3.2 AREA CALCULATION

For our project we use a graph paper and calculate the area of the
cross section by coordinate method called Simpsons rule i.e. for any
irregular polygon of coordinates (X1,Y2), (X2,Y2),(X3.Y3)(Xn,Yn)
A= 1 2 [( y1x 2 + y 2 x3 + .... ynx1) ( y 2 x1 + y3x 2 + ... y1xn )]
So we use this formula and computed the area of each cross section in
excel sheet as shown in the table below.
- 47 -
- 48 -
10 x10
0 x1
0 x2 5 x3
10 x4 12 x5
10 x67 x7
0 x8
-7 x9
-13 x11
-9.8 x12
-5 y1
24.94 y2
24.74 y324.8 y424.8 y5
23.59 y623.5 y7
23.67 y823.5 y9
23.59 y10
25.2 y11
25.2 y12
24.91 9.962
0 0
5 10
12.2
10
7 0 -7 10 -14 -10
-5 24.98
24.9 25.16 25.16 23.88 23.79 23.96 23.79 23.88 25.76 25.66 25.03 18.77
-5
10
10.5
10
5
0 -5
-5 10
-13 -10
-10
-5 24.54
6.109 24.36
6.188 24.45
5.982 5.902
5.56 24.07
5.56 24.08
5.685 23.85
5.56 23.88
5.56 23.88
6.794 6.679
-12.8
0 0
0
7 10
12.5
8
5 0
10 -13
-7
23.95 23.95
24.45 6.308
24.36 35.02
-7
12
10
7
-5
5.45 24.27
5.41 24.34
5.535
5.41 23.85
5.45 24.85
6.904 6.904
0 0
0
7 10
10
13
10
5 0
0 -5
-5 10
-13 -10
-10
-7 6.466
24.84 6.524
24.65 6.434
24.39 6.434
23.6 23.07
24.4
24.39 6.606
24.65 34.56
6.143
10 -13
-5
12.3
10
5
-14 -10
-10
-5 25.23
6.636 25.05
6.549 25.06
6.544 24.37
6.544 24.37
5.27 24.54
5.229 24.58
5.354 24.49
5.22
5.27
6.936 6.836
17.3
0 0
0
7 10
10
12.5
10
5 0
0 -5
-5 10
10 -15
-7
24 23.49
25.06 6.644
25.05 32.25
-5 10
10
13 9.8
10
5
-13 -10
-10
-5 26.01
6.205 25.84
6.355 25.93
6.323 6.523
5.04 25.53
5 5.142
5 25.48
5.04 6.405
0 0
0
7
11
5 0
0 -5
-5 10
10 -13
-7
25.58 25.57
25.66 25.45
25.5 6.305
25.93 6.253
25.84 31.91
33.66
-0 0
0
7
13.5
10
7 0
0 -5
-7 10
10 -12
-10
-7 5.568
5.506 27.12
5.438 27.16
5.68 4.536
4.446 4.621
5.5 7.196
33.02
0
7 10
10
11
10
5
-11 -10
-7
27.2 27.03
27.16 26.91
27 4.446
26.85 4.526
26.95 5.256
26.95 5.356
27.12 27.03
-0
5
11.8
10
5
-12 -10
-10
-7 38.07
4.402 38.85
4.598 38.83
4.522 4.522
3.88 37.32
3.8 3.974
3.88 38.95
4.4 38.95
4.486 37.92
4.39 1.024
0 0
0
5 10
10
12.7
10
7 0
0 -7
-7 10
10 -13
-5
38.82 37.32
37.49 3.799
37.32 37.41
22.83
-0
5
12
10
5
-5
3.2 39.43
3.186 39.69
3.166 2.879
3.115 39.07
3.18 2.738
3.1 39.99
3.1 39.99
3.115 39.45
3.1
3.1
0 0
0
5 10
10
12
10
7 0
0 -5
-7 10
10 -11
-12 -10
-10
-5 39.61
39.7 38.98
39.15 2.928
38.07 38.98
16.2
-0 0
0
7 10
10
11.5
10
5 0
0 -7
-5 10
10 -11
-10
-7 40.67
2.595 40.56
2.42 40.41
2.51 40.41
2.253 40.31
2.25 40.22
2.442 2.164
2.682 40.31
2.42 40.65
2.42 40.63
2.42 40.43
2.42 0.692
0
5
10.5
10
7
-11 -10
-5
40.4 40.22
18.63
-0
7
14.2
10
5
-7 4.3
2.3 0.994
2.247 41.14
2.049 41.65
2.364 2.274
2.28 13.61
0 0
0
5 10
10
11.5
10
7 0
0 -4
-7 11
-12 -10
-5 2.449
41.62 2.274
41.54 41.64
41.65 2.304
41.14 2.097
41.05 2.009
41.22 41.05
41.65 41.54
9.933
10 -10
--0
7
11.5
10
5 0
0 -7
-5 10
-11 -10
-10
-7 42.35
2.549 42.25
2.347 42.08
2.464 1.414
2.47 2.464
0 0
0
5 10
10
12
10
7
10 -13
-5
42 2.321
41.4 2.045
41.31 1.897
41.48 2.247
41.31 2.247
41.4 42.82
42.81 2.374
42.37 3.226
14.23
0 0
7 10
11
10
7 0 -5 10 -15 -10
-7 2.763 2.588 2.678 2.436 2.436 2.429 2.046 1.051 1.026 1.029 2.678 2.588 50.62
0 0
7 10
12.7
10
5 0 -5 10 -13 -10
-7 3.535
3.36
3.45 2.646 2.174 2.763 2.737 2.667 2.906 2.909
3.45
3.36 10.64
11
10
10
11
10
11
10
10
12
10
10
13.5
10
10
11.1
10
10
10.6
10
5 9.5
12.6
10
-7 10
-7 10
-7 10
-7 10
-7 10
-7 10
-7 10
-7 10
-12
-10
-11
-10
-11 -9.3
-5 9.706 9.563 9.758 9.958 9.541 9.451 9.626 9.451 9.541 10.24 10.24 9.696 25.35
-5 11.77 11.06 11.66 11.65 11.69 11.01 11.78
11.6 11.69 11.89 11.89 11.64 3.504
-13
-10
-5 13.81 13.72 13.72 13.72 13.84 13.75 13.92 13.75 13.84 13.72 13.72 13.35 1.088
-5 16.23
15.9
16.8 15.99 15.99
15.9 16.08
15.9 15.94
16.9 16.87
16.2 9.038
-12
-11
-5 18.83 18.87
-11
-11
-13
-11
-13 -9.4
18.9
18.9 18.09
-77.43 29.33 CUT

-41.52
-56.22 14.36
10.6 CUT
FILL
-16.12
-34.19 25.34
14.02 CUT
FILL
-45.58
-65.92 31.44
16.83 CUT
FILL
-24.8 28.36
-49.87
8.105 CUT
FILL
-11.72
22.37 FILL
CUT
1.034 3.081
-27.32
-27.44 13.15
25.14 CUT
CUT
-0.275
1.688 fill
-17.26 16.73
CUT
-2.86 1.776
fill
-28.86
5.115 CUT
5.49 10.05
4.058 fill
-10.17
CUT
-16.61
-58.04 6.691
21.9 fill
CUT
6.9 21.86 fill
-24.39 17.51 fill
-35.66 5.156 CUT

-4.864
0.68 FILL
8.029
3.47 FILL
-25.7
8.33 CUT
18 18.09 18.89 18.89 18.75 32.72

-5 20.27 20.28 20.31 20.31 19.87 19.78 19.98 19.78 19.87 20.23 20.23 20.26 3.921
-5 23.38 23.24 23.14 23.14 22.95 22.86 23.03 22.86 22.95 23.68 23.67 23.27 61.76
-1.819 17.27 CUT
-5 24.22 24.07 24.62
-23.84 22.28 CUT
24.7
- 49 -
18 18.18
-50.4 30.18 CUT

remark
23.3 23.21 23.38 23.21
23.3 24.35 24.35 24.12 20.71
-21.15 8.614 CUT

-79.05 8.644 CUT
4.3 VOLUME CALCULATION

The volume of earth work from the successive cross sections can be
computed by different formulas like average end area method, (trapezoidal
method) or primordial formula.
4.4 PRISMODAIL FORMULA
V= L ( A1 + 4 * Am + A2 )
6
Where
9 V= volume in m3
9 A1and A2 is area of successive cross-section in m2
9 L= distance between successive cross section in m.
9 Am area of cross section mid way between the end area s.
AVERAGE END AREA METHOD (trapezoidal method)

A1 + A2
V=
* L
2
Where
9 V= volume in m3
9 A1and A2 is area of successive cross-section in m2
9 L= distance between successive cross section in m in this case
we use 40m.
The average end area method is simple and is generally preferred by
most high engineers, so we choose this method for this particular
project
The volume computed by this formula is likely to be higher than the
true value in the case of the section changing rapidly.
4.5 BASIC EARTH WORK OPRATIONS

Clearing and garbing (m2) the removal of top soil, trees, bushes and e.t.c
Excavation (m3) the process of loosing and removal of soil and rocks. It can
be done for three reasons
In order to maintain the grades for roads and drainage
For structure foundation
For borrow excavation
Classification of excavation
Rock excavation
Common excavation
Borrow excavation
Unsuitable material excavation: removal and disposal of unsuitable
materials for the road.
Embankment /compaction (m3k.hr) densification of fill section of the road.
Transporting /hauling: moving excavated material place to place
Unit price of excavation including the cost of transportation from cut to fill is
free haul
- 50 -

Over haul transporting a distance greater than the free haul distance. Cost
are increased for the over haul distance m3-km-station
Grading /shaping the road bed; shaping the road bed (m2)
ESTIMATION OF EARTH WORK QUANTITIES

Structure of costs:
Based on
estimate of quantities
Rate of abstract of work
Shrinkage and swelling should be included in estimating the quantities.
According to ERA 2001 there is a recommended shrinkage and swelling
factor there fore the following tables show the recommended values of
Shrinkage factors
Type of soil
Shrinkage factor
Light soil (ordinary ground)
10-25%
Light soil(swamp ground)
20-40%
Heavy soil
up to10%
We have the following standard table for earth work quantities

station Swelling
And
shrinkage
factor
cut
Fill
Cut
Cut
Adjusted Fill
Fill
section volume Cut
section volume
m2
m3
volume
M3
M2
3
m
Cumulat
ive
adj
volume
fill
volume or mass
ordinate
m3
M3
4.6 MASS HAUL DIAGRAM

It is a graphical representation of the amount of earth work and
embankment involved in a project and the manner in which the earth is to
be moved.
Mass haul diagram is a continuous curve showing the accumulated
algebraic sum of the cut (+ve) and fill (-ve) volume from some initial station
for any succeeding section. the horizontal or x-axis represents distance and
is usually expressed in meters or stations. the vertical or y- axis represents
the cumulative quantity of earth work in cubic meter. The quantity of
excavation on the mass diagram is considered positive, and embankment is
negative.
To draw the mass haul diagram it is convenient to tabulate the cumulative
volumes of cuts and fill at each station.
The mass diagram allows a high way engineer to determine direction of haul
and the quantity of earth taken from or hauled to any location. It shows
- 51 -

balance point the station between which is the volume of excavation. In
this project X-axis represent stations from 0+000 to 1+520 and the Y- axis
represents the cumulative volume as shown in the graph.
4.7 USE OF MASS HAUL DIAGRAM

If mass haul is drawn for each trial grade line it can be used for
selecting the most economical gradient.
Once the formation level is designed it can be used to indicate the
most economical method of moving the earth.
In proportion and enabling suitable plant, equipment or machinery.
For our project the mass haul diagram is drawn according to the following
data. we use swelling factor of 25% and factor shrinkage 0% because we
assume the soil is ordinary common soil so we consider only swelling.
- 52 -
Earth work analyses table

station
0+20
0+40
0+60
0+80
0+120
0+160
0+200
0+240
0+280
0+300
0+320
0+360
0+420
0+460
0+500
0+540
0+580
0+620
0+660
0+700
0+740
0+780
0+820
0+860
0+900
0+940
0+980
1+020
1+060
1+100
1+140
1+180
1+220
1+260
1+300
1+340
1+380
1+420
1+460
1+500
1+520
distance
20
40
60
80
120
160
200
240
280
300
320
360
420
460
500
540
580
620
660
700
740
780
820
860
900
940
980
1020
1060
1100
1140
1180
1220
1260
1300
1340
1380
1420
1460
1500
1520
total
cut
16.62
27.60
33.70
30.62
24.63
15.41
0.00
0.00
0.00
0.00
0.00
0.00
4.12
3.58
7.42
0.00
0.00
8.33
19.53
10.87
2.25
0.50
10.90
24.54
32.44
31.59
2.00
0.00
0.00
0.00
0.00
0.00
0.50
0.90
0.80
2.50
27.40
18.99
7.38
12.31
24.16
fill
0.00
0.00
0.00
0.00
0.00
0.00
-1.69
-1.78
-4.06
-6.69
-21.86
-17.51
-1.00
-0.51
0.00
-0.68
-3.47
0.00
0.00
0.00
-1.30
-2.20
0.00
0.00
0.00
0.00
-3.50
-10.60
-14.02
-16.83
-8.11
-3.08
-1.80
-1.40
-3.00
-1.00
0.00
0.00
0.00
0.00
0.00
factored
fill
0.00
0.00
0.00
0.00
0.00
0.00
-2.11
-2.22
-5.07
-8.36
-27.32
-21.89
-1.25
-0.64
0.00
-0.85
-4.34
0.00
0.00
0.00
-1.63
-2.75
0.00
0.00
0.00
0.00
-4.38
-13.26
-17.53
-21.04
-10.13
-3.85
-2.25
-1.75
-3.75
-1.25
0.00
0.00
0.00
0.00
0.00
- 53 -
avg
area
8.31
22.11
30.65
32.16
27.62
20.02
5.60
-2.16
-3.65
-6.72
-17.84
-24.61
-8.89
0.85
5.18
3.28
-2.59
2.00
13.93
15.20
5.75
-1.06
4.08
17.72
28.49
32.02
13.61
-8.82
-15.39
-19.29
-15.59
-6.99
-2.80
-1.55
-2.35
-1.25
14.32
23.19
13.18
9.84
18.24
length
17
20
20
20
40
40
40
40
40
20
20
40
80
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
20
volume
141.24
442.16
612.95
643.13
1104.98
800.83
223.83
-86.59
-145.86
-134.36
-356.87
-984.33
-711.11
33.85
207.17
131.31
-103.76
79.86
557.17
608.05
229.99
-42.50
163.08
708.84
1139.60
1280.62
544.28
-352.60
-615.68
-771.41
-623.46
-279.65
-112.03
-62.00
-94.00
-50.00
572.92
927.75
527.34
393.72
364.76
cumulative
volume
141.24
583.40
1196.35
1839.48
2944.46
3745.29
3969.12
3882.53
3736.68
3602.31
3245.44
2261.12
1550.01
1583.86
1791.03
1922.34
1818.58
1898.44
2455.61
3063.67
3293.66
3251.16
3414.24
4123.07
5262.67
6543.29
7087.57
6734.97
6119.29
5347.88
4724.43
4444.78
4332.75
4270.75
4176.75
4126.75
4699.67
5627.42
6154.76
6548.48
6913.23
Mass haul digarm
4.8 ECONOMICAL OVER HAUL DISTANCE

Where there are long haul distances, it may be more economical to waste
and borrow materials rather than pay for the cost of over hauling.
Let
Ce=cost of excavation per unit volume
Cb = cost of borrowing material at borrow pit
Coh = cost of over hauling per unit volume-station
Le = economical over hauling distance.
Cost of 1m3=material from cut and fill move to fill = Ce+Coh
Cost of 1m3material from excavate, waste, borrow and place to
fill=Ce+Cb.
The limit of Le (the maximum economical length of over hauling) is obtained
at the point where these two cost equal.
Ce+Coh*Le= Ce+Cb.
There fore
Cb
Le
.
Coh
And LT=Le+F
Where
LT=total haul distance.
F = free haul distance.
Le=Cb /Coh
Where we assumed that
Ce=5birr/m3
C b=10 birr/m3
C oh=1 birr/m3-station and one station = 20m
There fore Le=Cb/Coh =10/1=10 station=200 m
And we assume also free haul distance F=300m
Therefore LT=300+200=500M
To calculate the over haul we see each loop in the mass haul diagram
1st loop
AB= free haul balance line=300m=15 station

CD=over haul balance line=500m=25 station.
EF=average over haul line =330m=16.5 station
Average over haul distance =25etation-16.5 station=8.5station
2nd and 3rd loop
No over hauling because the whole loop is with in free haul

i.e. the balance line is less than the free haul distance.
- 55 -

Therefore the total cost is estimated as follow
Excavation
cost=(3745.289+2261.12+6543.286+4332.751+6913.233)m3x5birr/m3
=118,978.3975birr
Borrow cost=0 no borrow requirement
Over haul cost=8.5 station x (2000-1500) x 1birr/station=4250birr
Total
cost=118,978.3975birr+4250bir=123,228.397birr
- 56 -
Chapter five
5. Highway Drainage
High way drainage is the process of removing and controlling excess surface
and sub-surface water within the right of way. The includes interception and
diversion of water from the road surface and sub-grade.
During rains, part of the rain water flows on surface and part of it percolates
through the soil mass as gravitational water until it reaches the ground
water below the water table. Removal and diversion of surface water from the
roadway and adjoining land is termed as surface drainage. Diversion or
removal of excess soil-water from the sub grade is termed as sub-surface
drainage.
Importance of highway drainage
An increasing moisture content cause decrease in strength or stability of soil
mass; the variation in soil strength with moisture content also depends on
the soil type and the mode of stress application. Highway drainage is
important because of the following reasons:
Excess moisture in soil sub grade causes considerable lowering of
its stability. The pavement is likely to fail due to sub grade failure.
In some clay soils variation in volume of sub grade. This sometimes
contributes to pavement failure.
Sustained contact of water with bituminous pavements causes
failures due to stripping of bitumen from aggregates like loosing or
detachment of the bituminous pavement layers and formation of pot
holes.
The prime cause of failures in rigid pavements by mud pumping is
due to the presence of water in fine sub grade soil.
Excess water in shoulders and pavement edge causes considerable
damage.
Erosion of soil from top of un surfaced roads and slopes of
embankment, cut and hill side is also due to surface water.
Requirements of highway drainage system.
The surface water from the carriage way and shoulder should
effectively be drained off without allowing it to percolate to sub
grade.
The surface water from the adjoining land should be prevented
from entering the roadway.
The side drain should have sufficient capacity and longitudinal
slope to carry away all the surface water collected.
Flow of surface water across the road and shoulders and along
slopes should not cause formation of cross ruts or erosion.
Seepage and other sources of under ground water should be
drained off by the sub surface drainage system.
Highest level of GWT should be kept well below the level of sub
grade, preferably by at least 1.2m.
- 57 -

In water logged areas special precautions should be taken,
especially if detrimental salts are present or if flooding is likely
to occur.
5.1 Surface drainage system in urban roads.

In urban roads because of the limitation of land width and also due to
the presence of foot path road facilities, it is necessary to provide
under ground longitudinal drains. Water drained from the pavement
surface can be carried forward in the longitudinal direction between
the kerb and pavement for short distance .this water way be collected
in catch pits at suitable intervals and lead through under ground
drainage pipes. Section of atypical catch pit with grating to prevent the
entry of rubbish into the drainage system is shown below.
Drainage of surface water is all the more important in hill roads.
Apart from the drainage of water from the road formation, the efficient
diversion and disposal of water flowing down the hill slope across the
road and that from numerous cross streams in an important part of
hill road construction. If the drainage system in hill road is not
adequate and efficient, it will result in complex maintenance problems.
Design of surface drainage system

design the surface drainage system ,which runs
longitudinally at both sides of the road, it is first necessary
to do hydrological analysis and then the hydraulics analysis.
1. hydrological analyses
To
In the hydrologic analysis for a drainage facility, Some of the factors which
need to be recognized and considered on an individual site by site basis
include:
rainfall amount and storm distribution,

drainage area size, shape and orientation, ground cover, type of soil,
slopes of terrain and stream(s),
watershed development potential, and
Type of precipitation (rain, snow, hail, or combinations thereof),
elevation.
Hence the drainage should enable to drain the surface water efficiently;
the designer should determine peak flows with an acceptable approach or
hydrological methods.
In this project we use the rational formula , hence it is widely used for
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high way drainage design.
The rational formula is an empirical formula relating runoff to rainfall
intensity. It is expressed in the following form:
Q= CIA
WHERE
Q= peak flow in cubic meters per second m3/s
A= drainage area
C= weighted runoff coefficient

I= rainfall intensity in millimetres (mm) per second
To summarize, the rational method provides the most reliable results when applied to small,
developed watersheds and particularly to roadway drainage design. The validity of each
assumption should be verified for the site before proceeding.
Basic Assumptions
1. The peak rate of runoff (Q) at any point is a direct function of the average
rainfall intensity (I) for the time of concentration (Tc) to that point.
2. The recurrence interval of the peak discharge is the same as the
recurrence interval of the average rainfall intensity.
3. The time of concentration is the time required for the runoff to become
established and flow from the most distant point of the drainage area to the
point of discharge.
Procedure to determine Q.
We have asphalt, concrete and soil covered with grass
surfaces to be considered.
1. Select the appropriate C value.
The runoff coefficient (C) accounts for the effects of
infiltration, detention storage, evapo-transpiration, surface
retention, flow routing and interception.
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The C values of these surfaces are:

C1=0.9
C2=0.8
C3=0.5 respectively
The runoff coefficient should be weighted to reflect the
different conditions that exist within a watershed.
C
w=
(A1C1 + A2C2+A3C3)/(A1 + A2 . +A3)
2. Drainage area of site

To get the area ;we conceder the length b/n the manholes
which is 100m
and the width of asphalt, concrete
pavement and soil surface,7m,3m & 25m respectively.
ASPHALT AREA, A4=7*100
= 700m2
=0.7m2
Concrete paved area,A2=3*100
=300m2
=0.3m2
Area of the surrounding soil,A3 =25*100
=25o0m2
=2.5m2
Then weighted runoff coefficient ,Cw is
Cw = 0.9*0.7+0.8*0.3+0.5*2.5
0.7+0.3+2.5
=0.61
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3. Determine the rainfall intensity rate (I) for the selected

recurrence
intervals.
the duration of storm is computed from two cases
1. the time required for the flow of storm water from the
farthest point of the drainage area to the manhole
(inlet),t1,is estimated from the distance and velocity on that
ground
Where
Velocity on asphalt=1.5 m/s
Velocity on the soil=0.5 m/s
Velocity on concrete =1.0 m/s
There fore t1=25/0.5
=50 sec.
2. The time required for the flow of storm water from the
inlet to the cross drainage (OUT LET) along the longitudinal
pipe.
Flow Time in Pipe in Minutes
Input the flow time in the pipe upstream of the upstream
junction (junction from). This time is computed by dividing
the pipe length by the actual design flow velocity in the pipe
upstream of the junction from structure). The first pipe
length will have no value. The flow time in the pipe will be
used to compute the cumulative time of concentration
(travel time) in the pipe
T2=L/v
Where
v=2.5m/s= velocity in the pipe.

L= 1199m PIPE length.
T2=1199/2.5
=479.6s
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There fore total T IS

Tt=T1+T2
=50+479.6=529.6 SEC.
=8.83min.
use Tt=10min.
The frequency of occurrence the return period considered is

20years.then from the standard intensity duration curve
,the design value of the rain fall intensity I IS determine
from f & t. in this case I(20,10)IS 160mm/hr.
i=160/3600=0.0444mm/sed.
The peak discharge or Total Runoff (Q = CiA) in cubic
meters
per
Second
Compute the total runoff using the area, runoff coefficient, and
rainfall
intensity.
Q= CiA
Where A= TOTAL AREA
Q=0.61*0.0444*41.996
=1.14m3/sed
Hydraulic design
Pipe Diameter in meters
Compute the required pipe diameter using Manning's equation
based on full flow. The tail water is assumed to be at the elevation
of the pipe sofIt
From peak flow, Q and the velocity through the pipe ,it is
possible to get area of the pipe needed,
A=Q/V
A=1.14/2.5 =0.456m2
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The diameter of the pipe to be used is;

A=*d2 /4
0.456* =d2
d=76.2cm
thus use 100cm diameter standard pre cast concrete pipe.
Slope in meters per meters
The pipe slope used for the pipe design is typically as close as
possible to the roadway longitudinal grade over the pipe reach. In
this project it is enough to check the capacity for the maximum
and minimum gradients i.e. for g=0.0572 and g=0.005.then by
comparing this capacity to the capacity estimated from
hydrological analysis.
Capacity in cubic meters per Second
Compute the pipe capacity using the Manning's equation and
full flow conditions.
Q=1/n (A*R2/3*S 1 / 2
Where n=0.013=manning,, coefficient
R=Hydraulic radius. By considering full pipe
R=d/2=100/2=50cm=0.50m
S=bed slope
A= wetted area
A=*d2 /4
A=*12 /4
A=0.785m2
For the maximum slope case s=0.0572

Q=1/0.013*(0.785*0.52/3*0.05721/2)
- 63 -
Q=9.10m3/sed
Hence 9.10m3/sed or the capacity of the pipe provided is
greater than the required one, which is 1.14m3/sed ,so it is
safe to use.
For the minimum slope case s=0.005
Q=1/0.013*(0.785*0.52/3*0.0051/2)q
Q=2.69m3/S
Hence 2.69 m3/sed or the capacity of the pipe provided is
greater than the required one, which is 1.14m3/sed ,so it is
safe to use.
- 64 -
5.2 Cross drainage

The streams cross the roadway, facility for cross drainage is to be
provided. also often the water from the side drain is taken across drain
in order to divert the water away from the road, to water course or
valley. the cross drainage structures commonly in small bridges. When
small stream crosses a road with a linear waterway less than about six
meters, the cross drainage structure provided is called culvert,
The commonly used types of culverts in use are
1-slab culvert
2-box culvert
3-arch culvert
4-pipe culvert.
In our case we have one existing slab culvert. this slab culvert is
located at chain age of 0+320.so we do not need to design the culvert.
- 65 -
Conclusion
First of all, to design a safe and economical highway through
the desired design period, social and environmental factors
and traffic volume should be studied.
Next to these, safe and economical geometric alignment
design is provided based on the limits set by
ERA2001manual and engineering judgments which are
related to the condition of the project. Survey data and
hydrological data are the basic to do the design.
Thirdly, providing appropriate gradients, which is the basic
factor which controls economy and aesthetic as well as
drainage of the highway.
In addition to the above, clear and precise working drawings
and typical sections, where ever necessary, are necessary for
the contractors and consultants.
- 66 -
Recommendation and suggestions

To avoid tiresome computations, especially grade selection
and drawing cross-sectional elements, it is better to use soft
ware programs.
To do the alignments, proper surveying data for both
horizontal and vertical curves should be given in order to do
the design the phasing.
Hence improper drainage is the main cause of road failure,
appropriate rain fall data of the project area should be
known. If not site visit is necessary to guess the maximum
flood level from the existing streams or drainage structures.
If possible, the datas of pavement design should be provided
to design the pavement and to complete the design
- 67 -
STANDARD REFERENCE TABLES AND CHARTS
- 68 -
REFERENCE BOOKS
1.
2.
3.
4.
AASHTO MANUAL
ERA MANNUAL
Internet Source
High way engineering , by new chanal and bros,roorkee(U.A)
8th edition.
5. Principles and practise
of high way engineering by
Dr.L.R.Kadiyali
Khanna publishers , third edition .
6. Standard hand book of civil engineering ,by gurcharan A.K
Jain publisher 9th edition .
- 69 -
GIVEN SURVEYING DATA
- 70 -

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High Way Engineering Senior Project

High Way Engineering Senior Project

II .Back ground -------------------------------------------------iv

: ROUTE SURVEYING --------------------2

2.3. HORIZONTAL ALIGNMENT-----------------------------------------7

2.3.4.2 Passing sight dist-----------------------------------10

2.3.4.4 Horizontal stopping sight distance---------------12

High Way Engineering Senior Project

2.3.5 Transition curve-------------------------------------12

2.5 VERTICAL ALIGNMENT-----------------------------------29

High Way Engineering Senior Project

Unit five: Highway Drainage

High Way Engineering Senior Project

High Way Engineering Senior Project

High Way Engineering Senior Project

Transportation deals with the movement of humans and materials from

High Way Engineering Senior Project

TYPES OF ROUTE SURVEYING

High Way Engineering Senior Project

The second phase of reconnaissance survey is concerned with the

SOME OF THE DETAILS TO BE COLLECTED ARE:

C) Final location survey

Pegging the centre line

High Way Engineering Senior Project

D-Drawings and reports

A complete set of drawings for the highway may contain the

Site plan of the alignment

High Way Engineering Senior Project

2.1 Categories of geometric design

High Way Engineering Senior Project

favourable that the design feature of the highway governs. Different

2.2.3 TRAFFIC FACTOR

2.2.4 VOLUME AND CAPACITY FACTOR

2.2.5 ENVIROMENTAL FACTOR

Landscaping, air pollution and aesthetic conditions also affect road

High Way Engineering Senior Project

2.3 Horizontal Alignment

The design elements of the horizontal alignment are the tangent, or

High Way Engineering Senior Project

Circular Horizontal Curve elements

Radius, usually measured to the centerline of the road, in meter.

High Way Engineering Senior Project

2.3.4 Minimum radius

The minimum design radius required for a curve should satisfy:

2.3.4 Sight distance

High Way Engineering Senior Project

2.3.4.1 Stopping sight distance

2.3.4.2 Passing sight distance

d1 = distanced traversed during perception/reaction time to the point

High Way Engineering Senior Project

2.3.4.3 Horizontal curve sight distance

High Way Engineering Senior Project

2.3.4.4 Horizontal stopping sight distance

2.3.5 Transition curve

High Way Engineering Senior Project

provided at the exit of the curve.

Figure. Elements of transition curve

High Way Engineering Senior Project

2.4 HORIZONTAL CURVE DESIGN

High Way Engineering Senior Project

High Way Engineering Senior Project

Setting out of the curve with transition

High Way Engineering Senior Project