highway engg unit 1

8/11/2019 Highway Engg Unit 1

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Syllabus

CE2255HIGHWAY

ENGINEERING L

TPC

Syllabus

3003OBJECTIVE

The objective of the course is to educate the students on the various components of Highway.

alignment, Design of Geometric Elements of Highways and Urban roads, Rigid and Flexible

pavements design. The students further learn the desirable properties of highway materialsand various practices adopted for construction. This course enables the students to developskill on evaluation of the pavements and to decide appropriate types of maintenance.

UNITIHIGHWAYPLANNINGANDALIGNMENT 9

History of Road Construction, Highway Development in India

Jayakar CommitteeRecommendations and Realisations, Twentyyear Road Development Plans, Concepts ofngo ng g way eve opmen rogrammes a a ona eve , ns u ons or g way

Development at National level Indian Roads Congress, Highway Research Board, NationalHighway Authority of India, Ministry of Road Transport and Highways (MORTH) and CentralRoad Research Institute. Requirements of Ideal Alignment, Factors Controlling HighwayAlignment Engineering Surveys for AlignmentConventional Methods and Modern Methods

emo e ens ng, an ec n ques ass ca on an ross ec on o r an anRural Roads (IRC), Highway Cross Sectional Elements Right of Way, Carriage Way, Camber,Kerbs, Shoulders and Footpaths [IRC Standards], Cross sections of different Class of Roads Principles of Highway Financing.


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Syllabus

Design of Horizontal Alignment Horizontal Curves Super elevation, Widening of Pavementson Horizontal Curves and Transition Curves Design of Vertical Alignments Rolling, Limiting,Exceptional and Minimum Gradients, Summit and Valley CurvesSight Distances Factorsa ec ng g s ances, eory, opp ng g s ance , ver a ng g

Distance (OSD), Sight Distance at Intersections, Intermediate Sight Distance and IlluminationSight Distance [Derivations and Problems in SSD and OSD]

Geometric Design of Hill Roads[IRC Standards Only]

UNIT IIIFLEXIBLE AND RIGID PAVEMENTS 9

Rigid and Flexible PavementsComponents and their FunctionsDesign Principles of Flexible

and Rigid Pavements, Factors affecting the Design of Pavements

ESWL, Climate, Subgrade

Soil and TrafficDesi n Practice for Flexible Pavements IRC Method and RecommendationsProblems]Design Practice for Rigid Pavements IRC Recommendationsconcepts only.

UNIT IVHIGHWAY MATERIALS AND CONSTRUCTION PRACTICE 9

,Field Density Test

Aggregate

Crushing, Abrasion, Impact Tests, Water absorption, Flakinessand Elongation indices and Stone polishing value test Bitumen Penetration, Ductility,Viscosity, Binder content and Softening point Tests. Construction Practice Water BoundMacadam Road, Bituminous Road and Cement Concrete Road [as per IRC and MORTH


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UNIT V

HIGHWAY MAINTENANCE 9

Syllabus

Types of defects in Flexible pavements Surface defects, Cracks, Deformation, Disintegration Symptoms, Causes and Treatments. Types of Pavement, Failures in Rigid Pavements Scaling, Shrinkage, Warping, Structural Cracks Spalling of Joints and Mud Pumping and

.Evaluation, Evaluation of pavement Failure and strengtheningOverlay design by Benkelman

Beam Method [Procedure only],

TOTAL: 45 PERIODS

TEXT BOOKS

1.Khanna K

and

Justo

CEG,Highway

Engineering,

Khanna Publishers,

Roorkee,

2001.2.Kadiyali LR,PrinciplesandPracticeofHighwayEngineering,Khanna Technical

Publications,Delhi,2000.

REFERENCES

. , . . , . . ,Hall

ofIndia

Pvt ltd,

2006.

2.IRCStandards(IRC372001&IRC581998)3.BureauofIndianStandards(BIS)PublicationsonHighwayMaterials4.SpecificationsforRoadandBridges,MORTH(India)


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inthe

country

before

Independence.

committeeunderthechairmanshipofDr.M.R.

Jayakar toreport

on

the

condition

ofthe

existingroadsandtosuggestwaysandmeansfortheirfuturedevelopment.

Onlyduring

the

five

year

plans

since

1951,

roaddevelopmentworkswerespeededup.


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Ja akar ComitteeJayakar committeerecommendations Theroaddevelopmentinthecountryshouldbetakenupbycentralgovernmentasanational

interest,asthishasbecomebeyondthecapacityoftheprovincialgovernmentsandthelocal

bodies. Anextrataxshouldbeleviedonpetrolfromtheroaduserstodeveloparoaddevelopment

fundcalledCentralroadfund.

Asemiofficialtechnicalbodyshouldbeformedtopooltechnicalknowhowfromvarious

partsofthecountryandtoactasanadvisorybodyonvariousaspectsofroads.

Aresearch

organization

should

be

instituted

tocarry

out

research

and

development

and

to

.

Theygavemorestressonlongtermplanningprogramme,foraperiodof20years(hence

calledtwentyyearplan)thatistoformulateplansandimplementthoseplanswithinthe

next20years.

Inresponsetotherecommendationsofthecommittee

Centralroadfundwasformedintheyear1929.

.

CentralRoadResearchInstitutewasstartedin1950 underCouncilofScientificandIndustrial

Research(CSIR)

atNew

Delhi.


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Nagpurroadcongress1943The second World War saw a rapid growth in road traffic and this led to the deterioration in the

condition of roads. To discuss about improving the condition of roads, the government convened aconference of chief engineers of provinces at Nagpur in 1943. The result of the conference is famous asthe Nagpur plan.

Atwentyyeardevelopmentprogrammefortheperiod(19431963)wasfinalized.Itwasthefirstattempttoprepareacoordinated roaddevelopmentprogrammeinaplannedmanner.

Theroadsweredividedintofourclasses:

I. Nationalhighwayswhichwouldpassthroughstates,andplaceshavingnational

importancefor

strategic,

administrative

and

other

purposes.

. .

III. Districtroadswhichwouldtaketrackfromthemainroadstotheinteriorofthe district.Accordingtotheimportance,someareconsideredasmajordistrict roadsandtheremainingasotherdistrictroads.

IV.Villageroadswhichwouldlinkthevillagestotheroadsystem.

e

comm ee

p anne

o

cons ruc

a ms o

roa

across

e

coun ry

w n

years. Theyrecommendedtheconstructionofstarandgridpatternofroadsthroughoutthecountry.

Oneoftheobjectivewasthattheroadlengthshouldbeincreasedsoastogivearoaddensityof16kmsper100sq.km

Na ur lantar etwasachievedabouttwo earsaheadin1961.


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Bomba roadcon ress1961

Though the target length of roads envisaged under the Nagpur plan wasachieved two years ahead, the changed economic, industrial and agriculturalconditions in the country warranted a review of the Nagpur plan. Accordingly

,which is popularly known as the Bombay plan. The highlights of the planwere:

Thetotal

road

length

targeted

toconstruct

was

about

10

lakhs.

Ruralroadsweregivenspecificattention.Scientificmethodsofconstructionwasproposedfortheruralroads.ThenecessarytechnicaladvicetothePanchayaths shouldbegivenbyStatePWD's.

The su ested that the len th of the road should be increased so as to

givearoad

density

of32kms/100sq.km

Theconstructionof1600kmofexpresswayswasalsothenincludedintheplan.


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Lucknow roadcon ress1984

This is the third 20 year plan (Lucknow road plan

1981

2001) prepared bykeeping in view the growth pattern envisaged in various fields by the turn ofthe century. Some of the salient features of this plan are as given below:

a me a cons ruc ngaroa eng o a ome res y eyear1981resultinginaroaddensityof82kms/100sq.km

The

plan

has

set

the

target

length

of

NH

to

be

completed

by

the

end

of

seventh,eighth

and

ninth

five

year

plan

periods.

Itaimsatimprovingthetransportationfacilitiesinvillages,townsetc.suchthatnopartofcountryisfartherthan50kmfromNH.

Oneofthegoalscontainedintheplanwasthatexpresswaysshouldbe.

Energyconservation,environmentalqualityofroadsandroadsafetymeasureswerealsogivendueimportanceinthisplan.


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Indianroadandoverview

Road Transport is vital to India's economy. It enables the country's

transportation sector contribute 4.7 percent of Indias gross domestic

product, in comparison to railways that contributed 1 percent, in 2009

2010.

The government of India considers road network as critical to the

country's development, social integration and security needs of the

country.

India's road network carries over 65 percent of its freight and about 85

percent of passenger traffic

According to 2009 estimates by Goldman Sachs, India will need to invest

US$1.7 trillion on infrastructure projects before 2020 to meet its economic

needs, a part of which would be in upgrading India's road network

India plans to spend approximately US$70 Billion by 2013 to modernize itshighway network.


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Courtesy:http://infrastructure.gov.in/pdf/NHDP.pdf


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monitoring of National Highways Development Projects (NHDP). Contracts are executed by the

Project Implementation Units(PIUs) of National Highways Authority of India.

National Highway account for only about 2% of the total length of roads, but carry about 40% of

.

National Highway Authority of India (NHAI) under the Ministry of Road Transport and Highways.

The Indian Government has set ambitious plans for upgrading of the National Highways in a

phased manner in the years to come. The details are as follows:

Phase I: The Golden Quadrilateral (GQ; 5,846 km) connecting the four major cities of Delhi,

Mumbai, Chennai and Kolkata. Total cost of the project is Rs.300 billion, funded largely by the

governments special petroleum product tax revenues and government borrowing. In January

2012, India announced the four lane GQ highway network as complete.

Phase II: NorthSouth and EastWest corridors comprising national highways connecting four

extreme points of the country. The North South and EastWest corridor (NSEW; 7,300 km)

connecting Srinagar in the north to Kanyakumari in the south and Silchar in the east to

Porbandar in the west. Total length of the network is 7,300 km (4,500 mi). As of April 2012,

84.26% of the project had been completed and 15.7% of the project work is currently atprogress. It also includes Port connectivity and other projects 1,157 km (719 mi). The final

completion date to February 28, 2009 at a cost of Rs.350 billion, with funding similar to

Phase I.


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Phase III: The government recently approved NHDPIII to upgrade 12,109 km (7,524 mi)of

Indianroadandoverviewnational highways on a Build, Operate and Transfer (BOT) basis, which takes into accounthighdensity traffic, connectivity of state capitals via NHDP Phase I and II, and connectivity tocentres of economic importance. contracts have been awarded for a 2,075 km (1,289 mi).

Phase IV: The government is considering widening 20,000 km (12,000 mi) of highway that.

lanes with paved shoulders. The plan will soon be presented to the government for approval.

Phase V: As road traffic increases over time, a number of four lane highways will need to beupgraded/expanded to six lanes. The current plan calls for upgrade of about 5,000 km(3,100 mi) of fourlane roads, although the government has not yet identified the stretches.

ase : e government s wor ng on construct ng expressways t at wou connect ma orcommercial and industrial townships. It has already identified 400 km (250 mi) of Vadodara(earlier Baroda)Mumbai section that would connect to the existing Vadodara (earlierBaroda)Ahmedabad section. The World Bank is studying this project. The project will befunded on BOT basis. The 334 km (208 mi) Expressway between Chennai

Bangalore and

m m xpressway e ween o a a an a as een en e an eas ystudy and DPR contract has been awarded by NHAI.

Phase VII: This phase calls for improvements to city road networks by adding ring roads toenable easier connectivity with national highways to important cities. In addition,improvements will be made to stretches of national highways that require additional flyovers

and bypasses given population and housing growth along the highways and increasing traffic.The government has not yet identified a firm investment plan for this phase. The 19 km(12 mi) long Chennai PortMaduravoyal Elevated Expressway is being executed under thisphase.


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Comparisonofmajorroaddensitywithfewotherdevelopedeconomiesintheworld

Country NHlength inkms Kmper1000people

India 70,548 0.069Germany 53,010 0.64

Japan 61,730 0.49


Canada 103,000 3.1

USA 351,428 1.4


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ecture


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HistoryofHighwayConstruction

1. RomanRoads

Builtstraightregardlessofgradients

Builton

hard

strata

after

removing

softsoils

. .

Largesizefoundationstoneswith

limemortarIslaidforabout10to20cm

thickforming

bottom

course.

Verticalkerb stoneswereplacedalongtheedgesofthepavement.

Asecondlayeroflimemortarwithlargesizebrokenstonesmixedwithlimemortarwaslaidoverbottomcourseforabout25to40cm.

Anotherlayeroflimemortarwithsmallersizebrokenstoneswerelaidoverthe

secondlayer

for

athickness

of25

to40

cm.

Wearingcoursewithlargesizedressedstoneswerepavedwithlimemortarastoplayerfor10to15cmthickness.

Thisroadisuneconomicalconsiderin thema nitudeofwheelloadsofanimaldrawncartsinthosedays.


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2. FrenchRoads

resaguet

onstruct on Thenextmajordevelopmentinthe

roadconstructionoccurredduring

theregimeofNapoleon.

ThesignificantcontributionsweregivenbyTresaguetin1764.

Hedevelopedacheapermethodofconstructioncomparedtotheuneconomical

Romanpractice.

Thesubgrade waspreparedandalayeroflargefoundationstoneswerelaidonitby

hand.Large

stoned

were

laid

on

the

either

edges

ofthe

pavement

toserve

assu merge er s ones.

Smallerpiecesofbrokenstones(8cmsize)werethencompactedintothespaces

betweenlargerstonestoprovidealevelsurface.

.

givingthe

road

surface

across

slope

of1in45

for

providing

surface

drainage.

Shoulderswerealsoprovidedforsufficientslopetodrainthesurfacewaterto the

sidedrain.


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3. BritishRoads

TheBritishengineerJohnMacadam

introducedwhatcanbeconsideredas

methodin1827.

Stonesizewasanimportantelementof

Macadamconstruction.

Byempiricalobservationofmanyroads,

hecametorealizethat25cmlayersofwell

compactedbroken

angular

stone

would

provide

thesamestrengthandstiffnessandabetterrunning

surfacethananexpensivepavementfoundedonlargestoneblocks.Thusheintroducedaneconomicalmethodofroadconstruction.

stiffnesstothe

course.

Buttheinterparticlefrictionabradedthesharpinterlockingfacesandpartlydestroytheeffectivenessofthecourse.Thiseffectwasovercomebyintroducinggood

u y o o u w x. u x o ov permeableandeasiertocompact.


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ConstructionmethodofMacadamroad

Sub

grade

is

compacted

and

prepared

with

a

cross

slope

of

1

in

36

up

to

a

desiredwidth(about9m)

uniformthicknessof10cm.

Thesecondlayerofstrongbrokenstonesofsize3.75cmwascompactedto

.

Thetoplayerconsistedofstonesofsizelessthan2cmcompactedtoa

thicknessofabout5cmandfinishedsothatthecrossslopeofpavement

.


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OrganizationsandInstitutionresponsibleforHighwayPlanning,

CentralRoadFund(1929)

IndianRoadsCongress(IRC),1934

CentralRoadResearchInstitute(CRRI),1950

,

HighwayResearchboard(1973)

NationalTransport

Policy

committee

(1978

)

Nationalhighwayact(1956)


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Central

Road

Fund

,

1929CRFAct,2000

Distributionof100%cess on etrolasfollows:

57.5%forNH

MORTH

12.5%forsafetyworksonrailRoadcrossing.

50%cess ondieselforRuralRoaddevelopment

.


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ObjectiveofIRCis Toprovidenationalforumforregularpoolingofexperienceandideason

mattersrelated

toconstruction

and

maintenance

ofhighways.

Toformulatestandardspecificationsandcodesforroadconstruction.

Toprovideaplatformforexpressionofprofessionalopiniononmattersrelatingtoroadsandroadtransport.

IRCplayed

important

role

in

Formulationof20yearroaddevelopmentplans.

Controllingspecifications,standardizationandrecommendationsonmaterials,designandconstructionofroads.Andbridges.

ThetechnicalactivityofIRCaremainlycarriedoutbytheHighwayResearchBoard.


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ListofIRCCodesforHighwayPlanningand

IRC: 51998 (Seventh Revision) Standard specifications and Code of practice for Road

Bridges,

Section1 GeneralfeaturesofDesign.

IRC: 101961 Recommended Practice for Borrow pits for Road Embankments

Constructed

by

ManualOperation.

.

IRC: 361970 Recommended Practice for the Construction of Earth Embankments for

Road

Works.

IRC:451972 RecommendationsforEstimatingtheResistanceofSoilBelowtheMaximum

Scour

LevelintheDesignofWellFoundationsofBridges.

Geometric

DesignofHillRoads.

IRC:561974 RecommendedPracticeforTreatmentofEmbankmentSlopesforErosion

on ro .

IRC:751979 GuidelinesfortheDesignofHighEmbankments.


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ListofIRCCodesforHighwayPlanningand

IRC: 782000 (SecondRevision) Standard specifications and Code of practice forroad, bridges,

SectionVII Foundationsandsubstructure.

IRC:891997(FirstRevision) GuidelinesforDesignandConstructionofRiverTrainingand

Control

WorksforRoadBridges.

IRC: 104 1988 Guidelines for Environmental Im act Assessment of Hi hwa Pro ects.

IRC:SP:132004(FirstRevision) GuidelinesfortheDesignofSmallBridgesandCulverts.

IRC:SP:421994 GuidelinesonRoadDrainage.

IRC: SP: 50 1999 Guidelines of Urban Draina e.

IRC:6 2000 Standardspecificationsandcodeofpracticeforroadbridges section:IILoads&

stresses.

IRC:SP:

57

2001

Guidelines

for

quality

systems

for

road

construction.

IRC:281967 Recommendationofroadconstructioninwaterloggedareas.

IRC:871984 Guidelinesfordesignanderection.

IRC:212000 Standardspecificationandcodesforroadsandbridges.

IRC:SP:202002 Ruralroads.

MORT&HPocket

Book

for

Highway

Engineers,2002

(Second

Revision)


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CentralRoadResearchInstitute(CRRI)CRRIaconstituentbodyofCSIRisformedinNewDelhiin1950tocarryoutresearchanddevelopmentactivitiesrelatedtoHighwaydevelopmentinIndia.

CRRIplaysvitalrolein

design,constructionandmaintenanceofroadsandrunways,trafficand

transportationplanningofmegaandmediumcities,managementofroadsin

differentterrains,

,

Utilizationofindustrialwasteinroadconstruction,

Landslidecontrol

Groundimprovementsenvironmentalpollution,

Roadtrafficsafety,

Servicelifeassessmentandrehabilitationofhighway&railwaybridges.


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MinistryofRoadTransport&Highways(MORTH)

MORTHisinvolvedin

Highwaysinthecountry.

ExtendingtechnicalandfinancialsupporttoState

roadsofinterstateconnectivityandeconomicimportance.

thecountry.

Servingasarepositoryoftechnicalknowledgeonroads

an

r ges.


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Depending onweather

Fairweather

roads

Nationalhighwayact(1956)

Dependingthetypeof Carriageway

Pavedroads

Un avedroads

Dependinguponthepavementsurface

Unsurfacedroads


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BasedontheTrafficVolume

MediumLight

Base onLoa orTonnageClass1orClass2etc orClassA,Betc Tonnes perday

NHSH

MDR

ODRVR


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BasedonmodifiedsystemofHighways

c assi ication

Forthe ur oseoftrans ort lannin functionalidentification

andforearmarkingadministrativejurisdiction

Primar s stem Expressways NationalHighways(NH)

econ arysys em StateHighway(SH) MajorDistrictRoads(MDR)

Tertiarysystem

OtherDistrictRoads(ODR) Villa eRoads VR


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SUBARTERIAL

LOCALSTREET


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LandWidth

(90m)

Fu accesscontro

Connectsmajor

points

oftraffic

generation

Noslowmovingtrafficallowed

, , .


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NationalHighways Indiahasahugenetworkofnationalhighways.

, .highwayscover2%ofthetotalroadnetworkofIndiaandcarry40%ofthe

total

traffic.

T eentire ig waynetwor o In iaismanage yt eNationaHighwayAuthorityofIndiawhichisresponsiblefordevelopmentandmaintenanceofhighways.

ThelongesthighwayinIndiaisNH7whichstretchesfromVaransi inUttarPradeshtoKanyakumari inthesouthernmostpointofIndianmainland.

Theshortest

highway

isNH47A

which

stretches

from

Ernakulam to

Kochiandcoverstotallengthof4Kms.


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,

connectingup

with

the

national

highways

of

,

importantcitieswithinthestate.

TotallengthofallSHinthecountryis1,37,119

ms.


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ofproduction

and

markets

,connecting

those

.

In a asatota o 4,70,000 ms o MDR.


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Roadsserving

rural

areas

ofproduction

and

orotherimportantroadslikeMDRorSH.


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villageswith

each

other

ortothe

nearest

road

.

In a as26,50,000 ms o ODR+VRouto t e

total33,15,231kms ofalltypeofroads.


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Positioningthecenterlineoftheroadforcomfortablevehiclemovementiscalledalignment.

Thealignment

ofcenterline

on

the

horizontal

plane

for

the

vehicletonegotiatesalientpointsonthegroundiscalledhorizontalalignment(Horizontaldeviationsandcurve).

Thealignmentofcenterlinebytraversingtheundulations

ofthe

ground

for

acomfortable

vehicle

movement

iscalled

verticalalignment(Changesingradientandverticalcurves).

Donebymeansofseriesofstraights(tangents),circularcurvesandtransitioncurves

Aimistoprovide

safe

travel

atauniform

design

speed


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moreofthe

following

consequences

b) Increaseinmaintenancecost

c) Increaseinvehicleoperation

d Increaseinaccidentrate


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RequirementsofHighwayAlignment

BasicRequirements:

Short

Itisalwaysdesirabletohaveshortestalignmentbetweentwoterminals.

A

straight

alignment

is

most

preferred

as

it

is

the

shortest.

Duetosomepracticalconsiderations alignmentmaydeviatefromtheshortest

ath.

Easy

Alignmentshouldbemadesuchawaythatitiseasytoconstructandmaintaintheroad.

.

Safe

Alignmentshouldbecomfortablefortrafficoperationwithsafegeometricfeatures.

s ou esa eenoug w goo s a yo na ura s opes,cu s opes,

foundationof

embankments

etc.

Economical

Analignmentisconsideredtobeeconomicalifthetotalcost(Constructioncost+ma n enancecos +opera oncos sasm n mumasposs e.


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FactorsControllin Ali nment

1) Obligatory points Pointsthroughwhichalignmenthastopass(bridgesite, intermediate

town,mountainpass,quarryetc.

Points

through

whichalignment

should

not

pass

(Religious

spots,

historicalstructures,cemeteries,burialgrounds,unsuitableland).

2) Traffic Thealignmentshouldsuitthetrafficrequirementsofthefuture

Facilitateeasygradientandcurvature

Enablerulinggradientinmostsections

,

Avoidsharp

horizontal

curves

Avoidroadintersectionsnearbendoratthetoporbottomofahill


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FactorsControllin Ali nment

4) Economics

etota cost onstruct oncost+ma ntenancecost+operat oncostshouldbekeptminimum.

Initialcost

by

avoiding

high

embankments

and

deep

cutting

Maintenancecostbyavoidingunsuitableland

5)Otherconsiderations

Environmentalconsiderations Engineeringfeasibility Socialconsiderations DrainageandHydrologicalfactors Politicalconsiderationsavoidingintoforeignterritory Monotony

long

stretch

of

straight

road

leads

to

driving

discomfort.


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AlignmentofHillRoadsAdditionalcareinhillroads

Stability

Avoidprobablelandslidelocations

Cutting

and

filling

should

not

affect

the

stability

of

the

road

Stretchwithadequatenaturaldrainagefacility Avoidstretchwhichrequirestoomanycrossdrainagestructures

Caremustbetakenwithreferencetogradient,curvesandspeedwhichinfluencethesightdistance,raduis ofcurveandotherfeatures.

Minimise steepgradients,hairpinbendsandunnecessaryriseandfall.

Resistinglength

Resistinglengthofthealignmentshouldbekeptaslowaspossible. Itiscalculatedastotalworktobedonetomovetheloadsalongaroadtakingthe

horizontallength,theactualdifferenceinlevelsbetweentwostationsandsumoftheineffective rise and fall.


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EngineeringSurvey

for

Highway

Alignment


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EngineeringSurveysforHighwaylocations

1) Map study(ProvisionalalignmentIdentification)

2) Reconnaissancesurvey

3) Preliminary survey

4) Finallocationtodeterminecenterlineanddetailedsurvey


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TopographicmapsareavailablefromSurveyofIndiaw or mcon our n erva s

Itisavailable

for

the

scale

of1:2,50,000,

1:50,000

and1:25 000

Featureslikerivers,hills,valleys,ponds,etc.areshowninthemap.

Helpstohaveapreliminaryideaonseveralpossibleroutesforinitialplanning.

surveyedinthe

field.

R i S


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ReconnaissanceSurvey

Mapupdating toconfirmfeaturesindicatedonmap.

Numberofcrossdrainagestructures.

HighFloodLevel(HFL)

.

SoilCharacteristics.

Geologicalfeatures.

Proximit

tosource

ofconstruction

materials

uarries,

water

sources.

Additionaldatageologicalformation,typeofrock,seepageflowetc.incaseofhillroadalignment

Fewalternate

alignment

can

be

made

based

on

the

actual

site

conditionsasaresultofreconnaissancesurvey.

Prepareareportonmeritsanddemeritsandprofilemapofscale1:50,000.


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The preliminary survey is carried out to collect all the physical information

Objectiveofthe

preliminary

survey

To collect all necessary physical information and details of topography,drainage and soil.

alignment.

To estimate quantity of earth work materials and other constructionas ects and to workout the cost of alternate ro osals.

To finalize the best alignment from all considerations.


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a Conventional a roachIt is a usual survey with the conventional survey techniques like chaining,tachometry, leveling etc.

b) ModernapproachIt is an aerial survey approach by taking aerial photograph of the area and

C ti l A h


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ConventionalApproach

I. Primarytraverse

II. Topographicalfeatures

III. Levelling work

. ra nages u esan y ro og ca a a

V. Soilsurvey

VI. Materialsurve

VII. Trafficsurvey

VIII.Determinationoffinalcentreline

Modern Approach


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ModernApproach

Generaly applied when the distance and area to be covered are vast.Following is the brief procedure followed.

. a ng aer a p otograp o t e str ps o an to e surveye w t t erequired longitudinal and lateral overlaps.

II. The photographs are examined under stereoscopes and control points.

The control points are located on the maps.

III. Contour lines and topographical details are marked on the maps.

.features, soil conditions, drainage requirements etc.

Comparison of Conventional and Modern


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ComparisonofConventionalandModern

Met o so

SurveyingElements of Conventional Modern

Maps- Basematerial Topo sheets RS data, Aerial Photos,Satellite Imageries

ns rumen s a ns, apes, eo o e,

Dumpy levels

, o a a on, ,

Auto and Digital Level,

Photogrammetry.

30,000

Tacheometer 1 in 1000 to 1 in

10,000

1,00,000

Photogrammetry. 1 in 10000

to 1 in 1,00,000

Plotting CAD Systems SoftwareErrors Human errors Closing Errors hence re

measurin is re uired.

Final Location and Detailed Survey


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FinalLocationandDetailedSurvey

FinalLocationsurve The alignment finalized after preliminary survey is to be

transferred to the field by establishing the centre line. The centre line should follow as closely as the alignment

na ze a er pre m nary survey. Major and minor control points are established on the ground

for the geometric design requirements.

the field study if found essential.

The center line stakes are driven at suitable intervals, say at50m intervals in plains and rolling terrains, 20m intervals in hilly

.

Final Location and Detailed Survey


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FinalLocationandDetailedSurveyDetailed

Survey

Detailedsurveyshouldbecarriedoutforcollectingtheinformationnecessaryforpreparationofplansandconstructiondetailsforthehighwayproject.

importantfordesignofverticalalignment,earthworkcalculationsanddrainagedetails.

Thecross

section

levels

are

take

up

atthe

intervals

asgiven

below

Plain 50 100m Rolling 50 75m Builtuparea 50m Hillyterrain 20m

Closerintervals

athorizontal

curves

where

there

isabrupt

change

incrosss opes.

Alltopographicaldataarecollectedandplottedwiththerespectiveconventionalsigns.

Rivercrossing,valleysetc.shouldbesurveyedindetailuptoconsiderable.

A

detailed

soil

survey

is

to

be

carried

out

to

obtain

a

soil

profile.

Soil

sampling

shouldbe

collected

up

to1.5

to3m

below

the

ground

line.

CBRvaluesofthesoilalongthealignmentmaybedeterminedfordesigningthepavement.

Thedataduringthedetailedsurveyshouldbeelaborateandcompleteforpreparingdetailedplans,designandestimateoftheproject.

Drawin and Re ort


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Drawin andRe ort

1) Keymap

3) Preliminary

survey

plans4) Detailedplanandlongitudinalsection

5) Detailedcrosssection

6) Landacquisitionplans

8) Drawingsofroadintersections

9) Landplansshowingquarriesetc


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HighwayCross

Sectional

Elements

Hi hwa Cross Sectional Elements


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Hi hwa CrossSectionalElements

AsperIRC861983thehighwaycrosssectionalelementsare

,

1. Carriage

way

(Pavement

width)2. Camber

3. Kerb

4. TrafficSeparators

5. Widthofroadwayorformationwidth

6. Rightofway(LandWidth)

. oa marg ns

8. PavementSurface


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WidthofCarriagewaydependsonwidthoftrafficlaneandnumberof.

Lanewidthisdeterminedonthebasisofwidthofvehicle+minimumsideclearance.

Maximumlanewidthis3.8m.

Maximumwidthofvehicleis2.44m.

Sideclearanceis0.68meachside.

Pavements

with

two

or

more

lanes

carriageway

1 Singlelane 3.8m

3.5mperlane.

Widthofsinglelaneorvillageroads

maybedecreasedto3.0m.

2 Twolane

withoutkerbs

7.0m

3 Twolane with 7.5m

Minimumwi t recommen e or

kerbedurban

road

is5.5

mto

makeallowanceforstalledvehicle.

4 Intermediate

carriage

5.5m

u ane . mper ane


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Factorswhichinfluencethewidthofacarriagewayare:

Designvolume

Vehicledimensions

Designspeed

Roadclassification


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Camber or cant is the cross slope provided to raise middle of theroad surface in the transverse direction to drain rain water fromroa sur ace.

Provided on the straight roads by raising the center of carriage waywith respect to the edges.

It is normally expressed in 1 in n or in n%.

Theobjectivesofprovidingcamberare:

Subgrade

protection

by

proper

drainage

Quickdryingofpavementwhichinturnincreasessafety.


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Therequiredcamberforapavementdependson

I. ThetypeofPavementsurface

Thevalues

suggested

by

IRC

for

various

categories

ofpavement

is

Effectsofsteepcamber:

Transversetiltofvehiclescauseunnecessarythrustonwheelsleadingtowearing.

Discomfort

when

crossing

crown

during

overtaking

operations. Problemsoftopplingofhighlyladenvehicles.

Formationofcrossrutsduetorapidflowofwater.

Tendencyofmostvehiclestotravelalongthecenterline.

Camber


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CamberThecommontypesofcamberareparabolic,straight,orcombinationofthem


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Kerbs indicate the boundary between the carriageway and the shoulder or islands or footpaths.

eren ypeso er s are:

Low or mountable kerbs : This type of kerbs are

provided such that they encourage the track toremain in the through track lanes and also allow the

r ver o en er e s ou er area w e cu y.The height of this kerb is about 10 cm above thepavement edge with a slope which allows thevehicle to climb easily. This is usually provided at

in longitudinal drainage.

Semibarrier type kerbs : When the pedestriantrack is high, these kerbs are provided. Their height

.

kerb prevents encroachment of parking vehicles,but at acute emergency it is possible to drive overthis kerb with some dificulty.


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Barrier type kerbs : They are designed to

discourage vehicles from leaving the pavement.

They are provided when there is considerable

amount of pedestrian track. They are placed at aheight of 20 cm above the pavement edge with a

steep batter.

Submerged kerbs : They are used in rural roads.

The kerbs are provided at pavement edgesbetween the pavement edge and shoulders. They

provide lateral confinement and stability to the

pavement.


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Trafficse aratorsare rovided

To separate the lanes meant for opposite trafficmovement preventing head

on collusion of vehicles.

To canalize traffic into streams at intersections

To shadow the crossing and turning traffic

o segrega e s ow ra c an o pro ec pe es r ans.

IRC recommendations

(may be reduced to 3 m where land is restricted). Absolute minimum of 1.2 m for urban roads

WidthofRoadway


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yItisasumofcarriagewaywidth,mediansandshoulders.


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ThenormalROWrequirementsforbuiltupandopenareasasspecifiedbyIRCisas

follows


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Variouselementsincludedintheroadmarginsare

Shoulders

Parkinglanes

ay yes

Busbays

Cycletracks

FootpathorSidewalks

Guardrails

Embankmentslopes


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Shoulders

ou ers are prov e a ong e roa e ge an

is intended for accommodation of stopped vehicles,serve as an emer enc lane for vehicles and rovidelateral support for base and surface courses.

The shoulder should be strong enough to bear the weight

of a full loaded truck even in wet conditions.The shoulder width should be adequate for givingworking space around a stopped vehicle.

. .

A minimum width of 2.5 m is recommended for 2lanerural highways in India.


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ImportanceofShouldersSpaceforvehicleswithproblemstopark

pace or r verstostopan c ec maps,etc

Spaceforevasivemaneuverstoavoidcollisions

Thesense

ofopenness

Hel rovidin re uiredsi htdistance

Increasedaesthetics

Improvedcapacity

Spaceformaintenanceoperations(snow&storage)

o

uDischargestormwaterawayfromtheedgeofpavement(reducepavementbreakup)

Structuralsupportforthepavement

Spaceforpedestriansandbicycles

RoadMargins


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ParkingLanes

Parking lanes are provided in urban lanes for side parking.

Parallel parking is preferred because it is safe for the vehicles moving in the

road. Parkin lane should have a minimum of 3.0 m width in the case of arallel

parking.

RoadMargins


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Laybyesandbusbays

Laybyes are provided near publicconveniences with guide maps toenable drivers to stop clear off thecarriage way.

It is normally of 3 m width for atleast

both ends.

Bus baysmay be provided by recessingthe kerb to avoid conflict with moving

.atleast 75 m away from theintersections.

RoadMargins


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Frontage

(or)Service

roads

Provided to give access to the properties along the highways with

con ro e access o express way

Run parallel to the highway separated by a separators


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Cycletrack

Cycletracksareprovidedinurbanareaswhenthevolumeofcycle

trackishighMinimumwidthof2meterisrequired,whichmaybe

increasedby

1meter

for

every

additional

track.

RoadMargins


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Guardrails

They are provided at the edge of the shoulder usually when the road is on an

. ,

especially when the height of the fill exceeds 3 m.

They also give better visibility of curves at night under headlights of vehicles.

Embankmentslopes Provided for safe traffic movement.

Improves landscaping and

aesthetic features of road.

Should be as flat as possible.

PavementSurface


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For a safe and comfortable driving following four aspects are important for apavement surface.

a) Friction between the wheels and the pavement surface

b Smoothness of the road surface or Pavement unevenness.

c) Light reflection characteristics of the top of pavement surface, and

d) Drainage to water.

a r c on

Lack of adequate friction can cause skidding or slipping of vehicles. Further, it alsoaffect the acceleration and deceleration ability of vehicles.

Skidding happens when the path traveled along the road surface is more than thec rcum erent a movement o t e w ee s ue to r ct on.

Slip occurs when the wheel revolves more than the corresponding longitudinalmovement along the road.

The frictional force that develops between the wheel and the pavement is the loadacting mu tip ie y a actor ca e t e coe icient o riction an enote as .

IRC suggests the coefficient of longitudinal friction as 0.350.4 depending on thespeed and coefficient of lateral friction as 0.15. The former is useful in sight

distance calculation and the latter in horizontal curve design.


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Variousfactorsthataffectfrictionare:

Typeofthepavement(likebituminous,concrete,orgravel),

Paymentroughness , , ,

Conditionofthetyre (neworold),and

Speedofthevehicle.

Loadofthevehicle.

Tyre pressure(airpressure)

PavementSurface


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b) PavementUnevenness

A good pavement surface with minimum possible unevenness is desired to maintainhigher operating speed. But it is seldom possible to achieve pavement surfaces with

.

Vehicle operating cost

Vehicle riding and comfort Speed and safety

Higher fuel consumption

Wear and tear of tyres and other moving parts.

bump integrator. It is the cumulative measure of vertical undulation of the pavementsurface recorded per unit horizontal length of the road. Unevenness index values areexpressed in cm/km and classified as follows.

.

1 < 150cm/km Good

2 150250cm/km Satisfactoryupto100kmph

3 >320cm/km Uncomfortableevenfor55kmph


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c) Lightreflection

Nightvisibilityofroadsdependonlightreflectingcharacteristicsofthe

pavement

surface.

Whiteroadshavegoodvisibilityatnight,butcausedglareduringdaytime.

Blackroadshasnoglareduringday,buthaspoorvisibilityatnightespecially

duringwetcondition.

Concreteroadshasbettervisibilityandlessglare

d) Drainage

Pavementsurfaceshouldbeabsolutelyimpermeabletopreventseepageof

waterintothepavementlayers.

Boththegeometryandtextureofpavementsurfaceshouldhelpindraining

outthewaterfromthesurfaceinlesstime.


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R r i n


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Basic principle of highway financing is that the funds spent on highways are. .

Twogeneralmethodsofhighwayfinancingare

I. Payasyou

go

method

.

Payasyougomethod

Involves a in ofallhi hwa im rovementsandcostsofmaintainin and

operatingthe

highway

system

from

current

revenues.

Thismethodiscurrentlyinusebymanygovernmentagencies.

Creditfinancingmethod

Payment or ig wayimprovementisma e rom arrowe moneyan t is

amount

and

the

interests

are

re

paid

from

the

future

income.


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PayasyougomethodversusCreditfinancingmethod

S.No Payasyougo Credit financing

1 The

revenue

from

the

facility

can

beutilizedforfuturemaintenance Required

to

prepare

accurate

estimatesforfinancing(includingmaintenance,

anddevelopment operation,depreciation)otherwise

leadtopayingforcapitalfacilityeven

afteritoutliveditsutility.

equ resasoun

nanc a

position.van ageous

or

ecap a

ac es

withlonglife

3 Adoptedduringgoodeconomic Adoptedduringrecessionandunder

an u emp oymen s ua on n

the

country.

Under

this

situation

creditfinancingwillmostlikely

promoteinflation.

emp oymen preva s n ecoun ry.

This

will

likely

improve

the

economic

stability byacceleratingmoney

circulation.


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UNITII:GEOMETRIC

DESIGN

OF

HIGHWAYS


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operations.

.

Safetyforusers

Loworoptimum

cost

SustainableTrans ortationPlannin .


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Fundamentalsofhi hwa Geometricdesi ndealswith

Crosssectionelements

Sightdistance

considerations

Verticalalignmentdetails

Intersectionelements

highway engg unit 1

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