2016

WORKBOOK
Detailed Explanations of

Try Yourself Questions

Civil Engineering
Highway Engineering

1
T1 : Solution

Highway Planning and

Geometric Design

Cultural commanded area (CCA)=

6000 ha

(i) Let the speed of overtaking and overtaken vehicles be VA and VB respectively.
A

C
d1

d2

d3

The overtaking vehicle A is forced to reduce its speed to the speed of overtaken vehicle B and
moves behind it allowing a space s till there is an opportunity for safe overtaking operation. This
distance travelled by the vehicle A during this time is given by
d1 = 0.278 VBt
where VB is in kmph and t is reaction time of the driver in seconds, usually taken as 2.0 sec
Given,
VB = 40 kmph; t = 2.0 sec
d1 = 0.278 40 2.0 = 22.24 m

After travelling distance d1, the vehicle A starts accelerating, shifts to the adjoining lane, overtakes
the vehicle B and shifts back to its original lane ahead of B in position in time T sec. The distance
travelled in this operation is given by
1 2
aT
2
where a is the acceleration of the overtaking vehicle = 0.92 m/sec2

d2 = 0.278 VBT +

4s
a
s = 0.2 VB + 6 = 0.2 40 + 6 = 14 m

T =
where

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T =

4 14
= 7.8 sec
0.92

d2 = 0.278 40 7.8 +

1
0.92 (7.8)2 = 114.72 m
2

The distance travelled by any vehicle C coming from opposite direction moving at design speed VA
during the overtaking operation of Vehicle A during time T is given by
d3 = 0.278 VA T = 0.278 65 7.80 = 140.95 m
Total safe overtaking distance = d1 + d2 + d3
= 22.24 + 114.72 + 140.95
= 277.91 m 278 m
(ii) Minimum length of overtaking zone = 3 OSD = 3 278 = 834 m
SP2
SP1
SP1 Overtaking zone ahead
SP2 End of overtaking zone
SP1
SP2
278 m

278 m

278 m

278 m

278 m

T2 : Solution
Given data:

n1 =

1
1
;n = +
; v = 80 kmph = 22.22 m/sec; C = 0.60 m/sec3; t = 2.5 sec; f = 0.35
20 2
30

1
1
3 2
1

=
=
20 30
60
12
Length of valley curve for comfort condition is given by

Deviation angle,

N = n1 n2 =

1/2

N v 3
L = 2

1 (22.22 )3

= 2
0.6
12

1/ 2

= 78.07 m

Neglecting the ascending and descending gradients at the valley curve and calculating sight distance
as per the equation given below, we get

S = vt +

v2
(22.22 )2 = 127.45 m
= 22.22 2.5 +
2gf
2 9.81 0.35

NS 2
(127.45)
1
=
= 227.09 m

1.5 + 0.035S
12 1.5 + 0.035 127.45
2

If L > SSD, then

L =

As this value is higher than SSD of 127.45 m, the assumption is correct. The valley curve length based
on headlight sight distance being higher than that based on comfort condition, the design length of the
valley curve is 227.09 m or say 228 m.
The valley curve is assumed to be of parabolic shape when its length is calculated as per the head light
sight distance criterion.
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Civil Engineering Highway Engineering

T3 : Solution
Length of wheel base, l
Radius, R
Number of lanes, n
V

=
=
=
=

6m
225 m
2
80 kmph

Extra width of pavement, We = Wm + Wps =

nl 2
V
+
2R 9.5 R

2 62
80
+
= 0.16 + 0.56 = 0.72 m
2 225 9.5 225

(i) Length of transition curve (Ls) by rate of change of centrifugal acceleration:

C=

80
80
=
= 0.516
75 + V 75 + 80

Length of transition curve based on rate of change of centrifugal acceleration

LS =

0.0215 V 3
0.0215 803
=
= 94.81 m
CR
0.516 225

(ii) By rate of introduction of superelevation, E:

Now, superelevation

e=

V2
802
= 0.1264 > 0.07
=
225R 225 225

Hence provide, e = 0.07

Check for coefficient of friction, f =

V2
802
0.07 =
0.07 0.15
127R
127 225

Provide, e = 0.07
Total width of pavement = 6 + 0.72 = 6.72 m
Total rise of outer edge of pavement with respect to centre line
=

0.07 6.72
E eB
=
= 0.2352 m
=
2
2
2

Rate of introduction of superelevation

1 in N = 1 in 150

Ls = 0.2352 150 = 35.28 m

(iii) By IRC formula the minimum length:

Ls =

2.7V 2 2.7 802

=
= 76.8 m
R
225

Adopt the highest value of the three i.e., 91.81 m or say 95 m as the design length transition curve.

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T4 : Solution
Summit curve are designed for sight distance.

SSD = 0.278 Vt r +

V2
254f

= 0.278 80 2.5 +

802
254 0.35

= 44.48 + 71.99
= 127.47 m
Assume L > SSD

L=

NS 2
4.4

L=

0.1 (127.47)2
= 369.27m
4.4

; N = (+ 4%) ( 6%) = 10 % = 0.1

Assumption is right i.e., L > SSD and therefore, L = 369.27 m

T5 : Solution

A1

A2

B1

B2

A3

C2
d1

30 m

25 m

C1

d3

450 m

Both car A and truck B were travelling at speed of 40 kmph

Vb = 40

5
= 11.11m / sec
18

Speed of car C = design speed of highway

V = 80 kmph = 22.22 m/sec
Initial distance between A and C = 450 m when car A is at A and Car C is at C
Reaction time, t = 2 sec
Distance covered by C during these 2 sec
= V t = 22.22 2 = 44.44 m
Distance covered by car A in reaction time
d1 = 11.11 2 = 22.22
At the start of overtaking operations, distance between A and B = 30 m.
At the end of overtaking operations, distance between B and A = 25 m.
Total distance covered by car A during overtaking = 30 + b + 25

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Civil Engineering Highway Engineering

where b is the distance covered by truck B in overtaking time T
b = 11.11 T
Distance covered by A during overtaking time T is

...(i)

1 2
= VT + aT
2

...(ii)

Equating (i) and (ii), we have

30 + 11.11 T + 25 = 11.11 T +

1
1.20T 2
2

or
T = 9.574 sec
Distance covered during overtaking operation by A
= 30 + VT + 25
= 55 + 11.11 9.574
= 55 + 106.37 = 161.37 m
Similarly during overtaking time T, distance covered by car
C = V T
= 22.22 9.574 = 212.73 m

C2
?

450

C1

44.44

A2
1.25 m

30 m

B1

212.74

A1

22.22 m

Final distance between A and C after completion of overtaking

= 450 (212.73 + 44.44) (22.22 + 30 + d +25)
= 450 257.17 77.22 106.37
= 9.24 m

T6 : Solution

os
Pc
y
y

x sin
e

sin

Given,

For

x
W cos

P sin

y
2
x

Speed = 1.2 60 = 72 km/hr = 20 m/sec

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y
3
x
Speed = 1.2 v
P cosy (W cos + P sin)x

For

For overturning,

y
W cos + P sin

x
P cos
y
W

+ tan
x
P

tan = e = 0.05

y
+ 0.05
x
P

P = Centrifugal force =

and

W = Weight of vehicle = mg

V2
P
=
Rg
W

Rg
W
=
V2
P

y
=2
x

gR
+ 0.05
V2

2=

gR
+ 0.05
V2

2 0.05 =

Now, if

9.81R

(0.278 72)
R = 79.51 m

9.81R
(20)2

y
=3
x

then,

3=

3=

mv 2
R

gR
+ 0.05
V2
9.81 79.51

(V )2
V = 16.26 m/sec

New speed limit =

+ 0.05

V
58.536
=
1.2
1.2

= 58.536 kmph
= 48.78 kmph

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Traffic Engineering

T1 : Solution
Traffic flow leaving leg-1
= V12 + V13 + V14 = 150 + 450 + 412 = 1012
Traffic flow approaching leg-1= V21 + V31 + V41 = 310 + 1520 + 30 = 1860
Traffic flow leaving leg-2
= V21 + V23 + V24 = 310 + 200 + 1090 = 1600
Traffic flow approaching leg-2= V12 + V32 + V42 = 150 + 570 + 1080 = 1800
Traffic flow leaving leg-3
= V31 + V32 + V34 = 1520 + 570 + 240 = 2330
Traffic flow approaching leg-3= V13 + V23 + V43 = 450 + 200 + 600 = 1250
Traffic flow leaving leg-4
= V41 + V42 + V43 = 30 + 1080 + 600 = 1710
Traffic flow approaching leg-4= V14 + V24 + V34 = 412 + 1090 + 240 = 1742
The traffic assigned to the network is shown below:
Leg 1

1860
1520
+310

1080
+600

Leg 4
1742

1520
+570

24
0

1800

Leg 2

31
0

2
41

310
+1090

450
+600

1090
+412
2330

150
1080
+570

60
0

1710

450
+412

57

30

1012

Leg 3

1600
200

1250

Weaving traffic between legs 2 and 3 = (310 + 1090) + (450 + 600) = 2450
Total traffic between legs 2 and 3 = (310 + 1090) + (450 + 600) + 412 + 200 = 3062

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Proportion of weaving traffic to total traffic between legs 2 and 3 =

2450
= 0.8
3062

This value is also known as weaving ratio. It is useful in calculating the practical capacity of the rotary
intersection. Its value should lie between 0.4 and 1.0
T2 : Solution
The table given below shows the value of cumulative frequency perecentage :
Speed range, Mid speed Frequency, Frequency, Cumulative
Kmph
f
%
Frequency, %
kmph
1

0 10

12

1.41

1.41

10 20

15

18

2.12

3.53

20 30

25

68

8.00

11.53

30 40

35

89

10.47

22.00

40 50

45

204

24.00

46.00

50 60

55

255

33.00

76.00

60 70

65

119

14.00

90.00

70 80

75

43

5.06

95.06

80 90

85

33

3.88

98.94

90 100

95

1.06

100.00

Total

850

100.00

Using the values of mid-speed and cumulative frequency % of above Table,

(i)
Design speed of highway = 98th percentile speed = 82.58 kmph
(ii)

Lower speed limit for regulation = 15th percentile speed = 28.3 kmph

(iii)

Upper speed limit for regulation = 85th percentile speed = 61.43 kmph

(iv)

Modal average speed = 55 kmph

T3 : Solution
Design traffic on Road 1 = higher of two approach volume per lane = 900/2 = 450 PCU/hr.
Design traffic on road 2 = 278 PCU/hr
(i) Pedestrain green time for Road 1 =

12.0
+ 7.0 = 17sec
1.2

Pedestrain green time for Road 2 =

6.6
+ 7.0 = 12.5sec
1.2

Green time for vehicles on Road 2,

G 2 = 17.0 sec
(ii)

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Green time for Road 1, G1 = 17

450
= 27.5sec
278

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10

Civil Engineering Highway Engineering

(iii) Adding 2.0 sec each towards clearance amber and 2.0 sec inter-green period for each phase, total
cycle time required = (2 + 17 + 2) + (2 + 27.5 + 2) = 52.2 sec
Signal cycle time may be conveniently set in multiples of five sec and so the cycle time = 55 sec
The extra 2.5 sec per cycle may be apportioned to the green times of Roads 1 and 2, as 1.5 1.0 sec and
so G1 = 27.5 + 1.5 = 29.0 sec and G2 = 17.0 + 1.0 = 18.0 sec
(iv) Vehicle arrivals per lane cycle on Road 1
450
= 8.2 PCU
55
Minimum green time for clearing vehicles on Road 1
= 6 + (8.2 1.0)2 = 20.4 sec
Vehicle arrivals per cycle on Road 2

278
= 5.1 PCU
55

Minimum green time for clearing vehicles on Road 2

= 6 + (5.1 1.0)2 = 14.2 sec
As the green time provided for the two roads by pedestrian crossing criteria in (iii) above are higher
than these values, the above design values are alright.
(v)
Lost time per cycle = (2 + 2 + 4) 2 = 16 sec
Saturation flow for Road 1 = 525 6 = 3150 PCU/hr
Saturation flow for Road 2 = 1850 +

y1 =

40 3
= 1874 PCU/hr
5

900
278
= 0.148
= 0.286 and y2 =
3150
1874

Y = 0.286 + 0.148 = 0.434

Optimum cycle time, C0 =

1.5 L + 5 1.5 16 + 5
=
= 51.2 sec
1 Y
1 0.434

Therefore the cycle time of 55 sec designed earlier is acceptable.

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Pavement Design

T1 : Solution
Given data:
Modulus of elasticity of concrete, E = 3 105 kg/cm2
Thermal coefficient of concrete, e = 10 106 per C
Temperature difference between the top and bottom of slab, t = 15C
Poissons ratio, = 0.15
Cx = 0.80 and Cy = 0.45
The warping stress at the interior region may be given as

Si =

Eet C x + Cy

2
2 1

3 105 10 106 15
Si =

0.80 + (0.15 0.45)

1 (0.15)

Si = 19.97 kg/cm2
The warping stress at the edge region is given by

Se

C x Eet
2
Cy Eet
2

C xEet
2
=
whichever is higher
Cy Eet
2

0.80 3 105 10 10 6 15
= 18 kg/cm2
2
0.45 3 105 10 10 6 15
=
= 10.125 kg/cm2
2
=

Se = 18 kg/cm2
The warping stress at corner region may be given as
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Civil Engineering Highway Engineering

12

Eet
a
3 (1 ) l

Sc =

a = radius of contact = 15 cm
l = radius of relative stiffness

where,

E h3

l =
12 k 1 2

But

1/4

h = thickness of concrete pavement slab = 32 cm

k = modulus of subgrade reaction = 6 kg/cm3

where,

3 105 32 3
( )
l =
12 6 1 0.152

1/4

= 108.71 cm

Sc =

Eet
a
3 (1 ) l

Sc =

3 105 10 10 6 15
3 (1 0.15)

Sc = 6.56 kg/cm2

15
108.71

T2 : Solution
Expansion joint spacing = Ls
=

100C (T2 T1)

1
(expansion joint gap) = 1.25 cm
2

Ls =

1.25
= 41.7 m
100 105 30

Lc =

2Sc 104
2 0.8 104
=
= 4.4 m
2400 1.5
W.f

Contraction joint spacing

T3 : Solution

Si = Qi

As we know

P
h2

Eh3
l=
12k 1 2

1/ 4

E = 2 107 kN/m2
h = 21 cm = 0.21 m

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13

k = 3.6 104 kN/m3

= 0.15

2 107 (0.21)

l=
12 3.6 10 4 1 0.152
Wheel load, P = 40.8 kN
Tyre pressure, p = 600 kN/m2
Let radius of wheel load = a

p=

a=

1/ 4

= 0.81 m = 81 cm

P
a 2

40.8
= 0.147 m = 14.7 cm
600

Now,

1.724 h = 1.724 0.21 = 0.36 m = 36 cm

a < 1.724 h

1.6a 2 + h 2 0.675 h =

b=

1.6 (14.7 ) + 212 0.675 21

2

= 13.87 cm

81
l
= 5.84
=
13.87
b

Now, from figure for,

l
= 5.84
b
3.0

Stress coefficient, Q

2.5

S=

2.0

P
h2

Q
ge
Ed

Qe

r Q1
erio
Int

1.5
1.0
0.5
0
2

10

12

14

Values of l/b

Interior stress coefficient

Qi = 1.3
Qe = 2

Wheel load stress

Si =

40.8
P
1.3 = 1202.72 kN/m2
Qi =
2
2
h
0.21
( )

Se =

40.8
2 = 1850.3 kN/m2
(0.21)2

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Highway Material,
Construction and Maintenance

T1 : Solution
The volume of the paraffin coated sample can be obtained as the difference of the weight loss while
immersed in water and the volume of the paraffin used.
Thus,
(i)

Bulk volume of the sample = (1295.8 703.7)

(1295.8 1245.2)
= 528.85 m3
0.8

Bulk specific gravity of the mixture (Gmb)

Gmb =
Gmb =

Mmix
bulk volume of the mix
1245.2
= 2.355
528.85

Bulk specific gravity of the aggregate (Gsb)

30
10
55
+
+
Gsb = 95
= 2.546
2.50 2.60 2.65
(ii)

Void in mineral aggregate

G

VMA = 1 mb Ps 100
Gsb

(Ps Fraction of aggregate present by total mass of mixture)

2.355

VMA = 1
0.95 100 = 12.13%

2.546

(iii)

G
Air voids , VA = 1 mb
G

mm

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15

2.355

VA = 1
100 = 3.52%

2.441

VFB =

(iv)

VMA VA
100
VMA

12.13 3.52
100 = 70.98%
12.13
Effective specific gravity of aggregate in mixture, Gse

VFB =

(v)

M
M
Gse = (Mmix Mb ) mix b
Gmm Gb

5
100

Gse = (100 5)
= 2.608
2.441
1.10

G
Pab = 1 sb 100
Gse

2.546
Pab = 1
100 = 2.377%
2.608
So, the percentage absorbed bitumen is 2.5% of the total weight of the mix.
T2 : Solution
The graphical plot is shown below. From the graph we find out that correction is needed to calculate
CBR value
After correction,
load at 2.5 mm penetration = 51 kg
5 mm penetration = 83 kg
After of plunger = 19.6 cm2
Pressure for 2.5 mm penetration =

51
kg/cm2
19.6

Pressure for 5.0 mm penetration =

83
kg/cm2
19.6

120
100

Load in kg

83
80
60
51
40
20
0

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4
6
8
Penetration

10

12

14

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Civil Engineering Highway Engineering

16
(i)

CBR value of soil at 2.5 mm

(ii)

Pressure of plunger at 2.5 mm penetration of soil

100
Pressure for standard crushed store at 2.5 mm

51 100

= 3.71%
19.6 70

83 100

= 4%
19.6 105
Hence adopt CBR value = 4%

CBR of soil 5.0 mm =

Normally the CBR value at 2.5 mm penetration which is higher than that at 5.0 mm is reported as the CBR
value of the material. However, if the CBR value obtained from the test at 5.0 mm penetration is higher that
at 2.5 mm, then the test is to be repeated for checking. If the check test again gives similar results, the
higher value obtained at 5.0 mm penetration is reported as the CBR value.
T3 : Solution

Aggregate I
Aggregate II
Aggregate III
Aggregate IV
Bitumen

Wt (gm)
825
1200
325
150
100

Sp. gravity
2.63
2.51
2.46
2.43
1.045

Wt of mould = 1100 gm
V = 475 cc
Gbulk (m) =

Gtheo (t)

(a) % of Air voids

1100
= 2.316
475

825 + 1200 + 325 + 150 + 100

825
1200 325 150
100
=
+
+
+
+
2.63 2.51 2.46 2.43 1.045

2600
= 2.4045
1081.331

Gt Gm
100 = 2.4045 2.316 100 = 3.681%
Gt
2.4045

(b) % of bitumen by volume

100
825 1200 325 150
+
+
+
+
Volume of solids =
2.63 2.51 2.46 2.43 1.045 = 1081.311 cc
Volume of mould = 475 cc
Vbitumen
(c)

100 1100
= 1.045 2600 100 = 8.523%
475

VMA = Vb + Vv
= 8.523 + 3.681
= 12.204%

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