HIGHWAY PROJECT

3. HIGHWAY PROJECT

Introduction
Transportation is a vital infrastructure for the speedy economic growth of a
developing country. Road transportation is one of the important modes of transport
having many desirable characteristics. Such as flexibility, door to door service and
accessibility to remote area.
Road networks are rightly called the arteries of a country. Road system influences all
the aspects of human life. Road systems are very necessary for economic
development, spreading of human habitation, meet strategic purposes, etc.
In the present era planning is considered as pre-requisite and basic need for any new
project or an expansion program. Thus highway planning is also a basic need for any
highway development. Since, we have undertaken HIGHWAY PROJECT as our
project work; we have considered the following objectives.
i.
ii.
iii.
iv.
v.
vi.

Efficient and safe traffic operation but a minimum cost.

Attainment of maximum utility.
Construction with locally available resources to minimize the cost of project.
Future requirements and improvements in view of anticipated developments.
Availability of funds and economic consideration.
Incorporation of technical recommendations framed by Indian Roads Congress
(IRC) for various aspects of highway construction.

Proposal
This project deals with the design of road and can be executed in following manners.
i.

A road was selected and detailed surveys including cross section and

ii.

longitudinal sections were carried out.

Plan of road alignment longitudinal section were drawn to scale and final

iii.

alignment was fixed, as per IRC specification, confirming to village roads.

Block leveling for the culvert.

Geometric Design of Highway Pavement

EXTENSIVE SURVEY PROJECT REPORT - 2016

Page 1

HIGHWAY PROJECT

The geometric design of a highway deals with the dimensions and layout of visible
features of highway such as alignment, sight distance, curves, super elevation and
intersections etc. the geometrics of highway should be designed to provide optimum
efficiency in traffic operation with maximum safety at reasonable cost. The designed
may be exposed to planning of new highway network to meet the requirement of the
anticipated traffic. The design is also includes the sizes of drainage, aggregate, cross
slopes, super elevation etc.

Requirements of Ideal Alignment

i.
ii.
iii.

The proposed alignment should be as short as possible

Road should be easy for construction and maintenance
Road should be economical in operation

Obligatory Points
These are divided into two types
a. Obligatory points through which the alignment should pass
b. Points through which the alignment should not pass. These will cause the
alignment often deviated from the shortest or easiest path.

Traffic
The proposed alignment should suit the traffic requirement. Origin and destination
study should be carried out in the area and desire lines be drawn showing the trend of
traffic flow. The new road to be aligned should keep in view traffic flow pattern and
future trends.

Geometric Design
Geometric design factors such as gradients, Radius of the curve and sight distance
also would govern final alignment of highway. If straight alignment is aimed at, often
it may be necessary to provide very steep gradients. As for as possible while aligning
a new road, the gradient should be flat and less than the ruling or design gradient.
Thus it may be necessary to change the alignment in view of design sped, maximum
allowable super elevation and coefficient of lateral friction. It may be necessary to
make the adjustment in the horizontal alignment of road keeping view the minimum
radius of the curve and the transition curve.

EXTENSIVE SURVEY PROJECT REPORT - 2016

Page 2

HIGHWAY PROJECT

Economy
The alignment should be economical. The initial cost, maintenance cost and vehicle
operation cost should be minimum, high embankment or deep cutting are avoided and
choose the balance cutting and filling sight. These factors also control the alignment
of road.

Engineering Surveys for Highway Location

The engineering surveys have to be carried out before finalizing the highway project.
The stages of engineering surveys are:

Map Study
Map study gives a guidance of routes to be surveyed in the field. The main features
like river, hills and valleys, etc. are known by map study. B y careful study of maps,
the idea of aligning a new highway can be obtained.

Reconnaissance Survey
In this survey, the land along the various proposed highway routes are inspected. All
the relevant details not available in the map are collected and noted down

Preliminary Survey
This is carried out to collect all the physical informations, which is necessary in
connections with the proposed highway alignment. The quantity of earth work and
cost of construction are worked out. The best proposal is selected after preliminary
survey.
Detailed Survey
After preliminary survey, a detailed survey is carried out. Here temporary bench
marks are fixed and leveling works are performed. Here an elaborate and complete
data are collected for preparing detailed plan and estimate the project.

Different Types of Curves Used in Highway

Curves in highway are provided for smooth and comfort driving experience on roads.
They are used to connect two different road alignments. They are of two types

EXTENSIVE SURVEY PROJECT REPORT - 2016

Page 3

HIGHWAY PROJECT

i.
ii.
iii.

Horizontal curves
Vertical curves
Transition curves

Horizontal Curve
A horizontal highway curve is a curve in plan to provide change in direction to the
central line of a road. Horizontal curves are further divided into following.
i.
ii.
iii.

Simple curves : Single arc connecting two tangents

Compound curve : Two arcs of different radii bending in same directions
Reverse curve : Two arcs of different radii bending in different directions

Vertical Curve
In order to have smooth vehicle movement on the roads, the changes in the grade
should be smoothened out by the vertical curves.
Vertical curves may be classified as
i.
ii.

Summit curve : Curves with convexity upwards

Valley curves : Curves with concavity upwards

Transition Curves
A transition curve has a radius which decreases from infinity at the tangent point to a
designed radius of the circular curve. When a transition curve is introduced between a
straight and circular curve, the radius of the circular curve decreases, becomes
minimum at the beginning of the circular curve.
Different types of transition curves are
i.
ii.
iii.

Spiral
Lemniscates
Cubic parabola

Surveying Details
Introduction
In a road survey the first step is leveling. The leveling work is carried out using
instruments such as dumpy level, cross staff and leveling staff. Other instruments such

EXTENSIVE SURVEY PROJECT REPORT - 2016

Page 4

HIGHWAY PROJECT

as prismatic compass to find the bearings of alignments, arrows and ranging roads to
mark the points on the field are also used.
The road is aligned by two operations
i.
ii.

Longitudinal sectioning
Cross sectioning

Wherever there is necessity of providing a culvert, block leveling of the area is carried
out.

Longitudinal Leveling or Profile Leveling

Profile leveling is the process of determining the elevation of points at fixed intervals
along the chain line. Here the line along which the section is to be taken is marked by
ranging rods, and the fore bearing of the line is taken with the help of prismatic
compass. The level is then setup at a point. The telescope is then directed to a staff,
held on the temporary benchmark of R.L. 100m. And the reading is taken. This
reading is called as back sight. Then the intermediate sight is taken on the straight
point of the line by holding the staff. For each setup, intermediate sights should be
taken after the foresight on the next turning station has been taken.

Checking the Levels

For checking the levels we use the technique called Fly Leveling. In this method we
start from the last point and go to the first point, taking back sight and fore sights
only.

Cross Sectioning
Cross sections are run at right angles to the horizontal profile and at either side of it
for the purpose of lateral outline of the road surface.

Contouring
On a plan, the relative altitudes of the points can be represented by contour lines as
they indicate the elevators directly. The area to be surveyed is divided into a number
of squares. The levels on the corner of these squares are determined using direct
leveling. The contour interpolation is done by graphical methods.
EXTENSIVE SURVEY PROJECT REPORT - 2016

Page 5

HIGHWAY PROJECT

Highway Geometric Design

The geometric design of a highway deals with the dimensions and layout of visible
features of the highway such as alignment, sight distance and intersections.
The geometrics of highway should be designed to provide optimum efficiency in
traffic operations with maximum safety at reasonable cost.
Highway geometric design consists of the following

Cross section elements

Sight distance considerations
Horizontal alignment details
Intersection elements

Highway Cross Section Elements

Pavement Surface Characteristics
i.

Friction - This lies between vehicle tyres and pavement surface in

ii.

longitudinal direction.
Skid - It occurs when the wheel slide without revolving. Skid is of two

iii.

types, viz. longitudinal and lateral skid.

Longitudinal skid: When the path travelled along the road surface is

iv.

greater than the circumferential movement of the wheels

Lateral skid: When centrifugal force is the driving force for the skid

Classification of Terrain
The classification of terrain is normally done by means of the cross slope of the
country, viz the slope approximately perpendicular to the centerline of the highway
location. The following classification is generally followed.
Table 1.
Sl. No

Terrain classification

EXTENSIVE SURVEY PROJECT REPORT - 2016

Page 6

Percent
country

cross

slope

of

HIGHWAY PROJECT

Level

0-10

Rolling

10-25

Mountainous

25-60

Steep

Greater than 60

An extensive survey of 42000km of roads India as part of the Road User Cost Study
has enabled the development of the following system of terrain classification:
Table 2. Terrain classification suggested in Road User Cost Study
Sl.No

Rise and fall

Curvature

(m/km)

(deg/km)

a)low curvature

0-15

0-50

b)high curvature
Rolling

0-15

Above 51

16-30

0-100

16-30

Above 101

a)low curvature

Over 31

0-200

b)high curvature

Over 31

Above 201

Terrain classification
Plain

a)low curvature
b)high curvature
Hilly

1 +2 +3 ++n +
Average Curvature of section AB, CV= DISTANCEAB ( KM ) , Expressed in
m

Degrees/km

h1 +h2 +h

3+ + hn+h

Average Rise and fall section AB, RF= DISTANCEAB ( KM )

meter/km
EXTENSIVE SURVEY PROJECT REPORT - 2016

Page 7

, Expressed in

HIGHWAY PROJECT

616 0
Therefore, average curvature of section AB, CV= 1.5
Therefore, average Rise and fall of section AB, RF=

=410 Degrees/km

60.94
1.01

= 60.33meter/km

Both thevalue is greater than terrain classification value

Therefore consider as Hilly Terrain

IRC Recommendation for Highway Cross Section Elements

i.
ii.
iii.

Co-efficient of longitudinal friction=0.35 to 0.40

Co-efficient of lateral friction=0.15
Pavement unevenness of 150cm/km is desirable for good pavement surfaces of

iv.

high speed highways

Camber or cross slope : It is the slope provided to the road surface in
transverse direction to drain off the rain water from the road surface

Table 3. IRC Recommendation for Camber

Range of camber in areas
Sl.no.

Type of road surface

Cement

concrete

of rainfall range
Heavy
Low
and

high

type

bituminous surface
2

Thin bituminous surface

Water bound macadam and gravel

pavement
Earth

EXTENSIVE SURVEY PROJECT REPORT - 2016

1 in 50

1 in 60

1 in 40

1 in 50

1 in 33

1 in 40

1 in 25
Page 8

in 33

HIGHWAY PROJECT

Width of pavement or carriageway: It depends on the width of traffic and number of

lanes. Width of 3.75m is considered ideal.
i.

Width of roadway or formation: Width of formation of roadway is the

sum of widths of pavement and the shoulders.

Table 4. Recommended Width of Roadway by IRC

Roadway wi

Plain and rol

Sl.no.

Road classification

National and state highway

Single lane
Two lane

12.0

Village roads-single lane

7.5

12.0

Design Speed
The design speed is the main factor on which geometric design elements depends. The
sight distances, radius of horizontal curve, super elevation, extra widening of
pavement, length of horizontal transition curve and the length of summit and valley
curve are all dependent on design speed. The design speed of roads depends on class
of the road and terrain.
Table 5.Design Speed on Highway
Design speed in mph for various terrains

Road
classification

Plain
Ruling

Rolling
Min.

EXTENSIVE SURVEY PROJECT REPORT - 2016

Ruling

Min.

Page 9

Mountainous

Steep

Ruling

Ruling

Min.

Min.

HIGHWAY PROJECT

National and

100

state highway

80

80

65

50

40

40

30

Gradient
The slope of the road pavement in the longitudinal direction is called grade or
gradient. It may be expressed either as a ratio or rise or fall in a specified horizontal
distance, or as percentage of rise or fall.
Depending on the steepness of the road pavement, the gradients are categorized as
follows:
i.
ii.
iii.
iv.

Ruling gradient
Limiting gradient
Exceptional gradient
Minimum gradient

Table 6. Recommended Gradients as per IRC

Terrain

Ruling gradient

Limiting gradient

Exceptional gradient

Plain and rolling

Mountainous

3.3%(1 in 30)

5%(1 in 20)

6.7%(1 in 15)

6%(1 in 16.7)

7%(1 in 14.3)

7%(1 in 14.3)

8%(1 in 25)

having

elevation >3000m above 5%(1 in 20)

MSL
Steep terrain up to 3000m
above MSL

6%(1 in 16.7)

Right of Way:
Right of Way is the area of land required for the road, along its alignment.
The land width is governed by following factor Width of formation depending on the
category of highway and width of roadway and road margins.
1. Height of embankment, side slopes, drainage system and sight distances.
Table 7.Recommended land width of different roads:
EXTENSIVE SURVEY PROJECT REPORT - 2016

Page 10

HIGHWAY PROJECT

SL.NO. Road

Plain and rolling terrain

Mountains

Classification

Steep terrain
Open areas

Normal
1.

and

Built areas

Open

Built

areas

areas

Range Normal

Range Normal

Range

30-60

30

30-60

24

20

district 25

25-30

20

15-25

18

15

district 15

15-5

15

15-20

15

12

12-18

10

12-15

National

and 45

State highways
2.

Major
Roads

3.

Other
Roads

4.

Village Roads

12

Super elevation
In order to counteract the effect of centrifugal force and to reduce the tendency of the
vehicle to overturn or skid, the outer edge of pavement is raised with respect to the
inner edge, thus providing a transverse slope throughout the length of the horizontal
curve. This transverse inclination to the pavement surface is known as super
elevation.

Design of Horizontal Alignment

Horizontal Curves
When the center line of the road changes the direction along the horizontal plane,
horizontal curves are provided and the same are designed as follows:

Super Elevation
To counter act the effect of centrifugal force and to reduce the tendency of vehicle to
overturn of skid the outer edge of pavement is raised with respect to inner edge. Such
provision of transverse slope is provided on horizontal curves. The design of super
elevation is illustrated as below.

Extra Widening
EXTENSIVE SURVEY PROJECT REPORT - 2016

Page 11

HIGHWAY PROJECT

Extra widening is provided to provide extra space required for mechanical and
psychological reasons along the horizontal curves, which is provided as per the table
below:

Extra Widening Recommended by IRC

Sl. No
1
2
3
4
5
6

Radius of curve in metre

Up to 20m
20 to 40m
41 to 60m
61 to 100m
101 to 300m
Above 300m

Vertical Alignment
When two different or contrary gradients meet, they are connected by a curve in the
vertical plane known as vertical curve. These ar4e needed to secure a gradient change
in grade so that abrupt change in grade at the apex is not allowed. The vertical curves
used in highway may be classified into two categories.
i.
ii.

Summit curve
Valley curve

Summit Curve
A curve with convexity upwards is called a summit curve. This occurs when an
ascending intersect a descending gradient or when an ascending meets on other
ascending gradient or an ascending gradient meeting a horizontal a summit curve is

EXTENSIVE SURVEY PROJECT REPORT - 2016

Page 12

Ext
1.5
1.5
1.2
0.9
0.6
Nil

HIGHWAY PROJECT

provided here as there is change in gradient matching the requirements of a summit

curve. The summit curve is designed end as below.

Valley Curve
A vertical curve, concave upwards is called as valley curve. This is formed when
descending gradient intersect an ascending gradient or when a descending gradient
meets another descending gradient or when a descending gradient gains a horizontal
path, they should be designed for:
i. Comfort
ii. Head light sight distance condition

Pavement Design
For the safety and comfort ability of fast vehicles road surface should be even along
the longitudinal profile. The surface should also so be stable and unyielding in
different conditions and it should allow the heavy load of traffic to move with least
possible resistance. In order to provide a stable and even surface for traffic the road
way is provided with a suitably designed and constructed pavement structure.
Pavement is designed and to distribute wheel load in larger area and elastic
deformation caused by the load to fall within the permissible limit.

Design Details of Proposed Highway Project

SSD Calculation
SSD can be calculated by using the formula,
V2
SSD = Vt + 2 xgxf
As per IRC, t=2.5 seconds
f=0.35
V= 50.0 kmph
V = (50/3.6)= 13.89 m/s

EXTENSIVE SURVEY PROJECT REPORT - 2016

Page 13

HIGHWAY PROJECT

13 . 89
SSD = (13.89X2.5) + 2 x 9. 81 x 0 . 35
SSD = 62.205m

OSD Calculation
Here, overtaking
V= 50.0kmph
V = (50/3.6) = 13.89 m/s (overtaking)
Vb= V-16
= 50.00-16 = 34kmph
V = (34/3.6) = 9.44 m/s
t= 2.5 sec
A= 4 kmph
f= 0.35
d1=0.278 x Vb+ t
= (0.278x34.00+6) = 15.452m
S=0.2 x Vb+ 6
=0.2x34+6
=12.8 m

T=

14 . 4 + S
A

T=

14.4+ 12.8
4

= 2.607 sec

b= 0.278xVbxT

EXTENSIVE SURVEY PROJECT REPORT - 2016

Page 14

HIGHWAY PROJECT

= 0.278x34x2.607
= 24.641 m
d2=b+2s
=24.641+2x12.8
=50.241 m
OSD = for one way (means two lane)
OSD = d1+ d2
=15.452+50.241
OSD = 65.693 m

Design of Super Elevation

Radius of horizontal curve can be calculated using the formula

R=

V2
127 ( e+ f )

As per IRC the design speed for mountainous terrain is taken as 50kmph, e=7% and
f=0.15

R=

502
127 ( 0.07 +0.15 )

R = 89.477m
Therefore, take R = 90m
2

Super elevation can be calculated using the formula e =

V
225 R

e=

50
225 X 90

e = 0.123
Obtained value of e is more than the permissible value 0.07. Therefore adopt
e = 0.07 and check for lateral coefficient of friction,

EXTENSIVE SURVEY PROJECT REPORT - 2016

Page 15

HIGHWAY PROJECT

f=

V
127 R

f=

50
(127 X 90)

-e
2

0.07

f = 0.148
Obtained value of f is less than the permissible value 0.15. Therefore, e = 0.07 is safe
for design speed of 50kmph.

Design of Transition Curve

Length of the transition curve is calculated based on three conditions and the higher
value is considered for the design.

Length of Transition Curve by Rate of Change of Centrifugal

Acceleration.
Allowable rate of change of centrifugal acceleration C is given by
C=

80
75+ V

C=

80
75+ 50

3
C = 0.64 m/ sec

Obtained value of c should lie between 0.5 and 0.8 as recommended by IRC.
Therefore
3
c = 0.64 m/ sec

is adopted.

Now length of transition curve,

LS

EXTENSIVE SURVEY PROJECT REPORT - 2016

V3
46 .5 xCxR

Page 16

HIGHWAY PROJECT

LS

50
0.64 X 90 X 46.5

LS =46.669M

Length of Transition Curve by Rate of Introduction of Super

Elevation
Width of the pavement W = 3.75m for n = 1 lane.
Width of the wheel base l = 6m, R = 90m, V = 50kmph.
Total width of the pavement B = width of the carriage way + extra widening
We

B=W+

Extra widening is given by

We

1 X 62
2 X 90

We

n l2
2R

V
9. 5 R

50
9.5 90

W e =0.755m
B=3.75+0.755
B=4.505m
Allowable rate of introduction of super elevation = 1 in 60, pavement to be rotated
about the inner edge to effect better drainage.
Now, E=B x e Where B=4.505m, e=0.07
E=4.505 x .07

E=0.315
Now length of the transition curve is given by

EXTENSIVE SURVEY PROJECT REPORT - 2016

LS

Page 17

= E xN

HIGHWAY PROJECT

LS = 0.315X60
LS = 18.921 m
LS

Check for minimum value of

LS

is given by

LS

2.7 X 50 2
=
90

LS

2.7V
=
R

as per IRC.

LS = 75.0m
Therefore adopt length of transition curve= 75.0m

Design of Culvert
To design the culvert the discharge and velocity are assumed to be 1.2 m
m/sec.
To find the diameter of the pipe,
Q
A= V
1.2
A= 2
2
A= 0.6 m

But A=

d
4

EXTENSIVE SURVEY PROJECT REPORT - 2016

Page 18

/sec and 2

HIGHWAY PROJECT

d
4

d = 0.874m

=0.6

Therefore adopt internal diameter=0.900m.To find the external diameter of the pipe
add 0.1m to internal diameter. Therefore D=1.000m.
Assume length of each pipe=3m, but road width=12m. Therefore four numbers of
pipes are required.

Extra Widening:
Assume

L= 6.0m

n= 1 lane
Extra widening is given by

We

1 X 62
2 X 90

We

n L2
2R

V
9. 5 R

50
9.5 90

= 0.775m
Therefore, total pavement width on curve
W+We = 3.75+0.775
= 4.525m

EXTENSIVE SURVEY PROJECT REPORT - 2016

Page 19

HIGHWAY PROJECT

The Summary of our Project for Highway is As Follows:

i.
ii.
iii.
iv.
v.
vi.
vii.
viii.
ix.
x.

Road length
Design speed
Width of pavement
Width of roadway
Width of shoulder
Right of way
Soil type throughout the route
Pavement
Culvert (diameter of pipe)
Length of transition curve

: 1100m
: 50Kmph
: 3.75m
: 12.0m
: 1.0m
: 24m
: Gravelly soil
: Flexible
: 1.00m
: 75.00m

Table: EARTH WORK CALCULATION FOR HIGHWAY

Sl No

Chainage

Length

Area

(m)

(m)

Quantity=A*L
(m3)

(m2)

Cutting

Filling

Cutting

Filling

2.651

0.970

2.651

0.970

30

30

0.176

5.332

5.28

159.96

40

10

6.332

------

63.32

------

60

20

9.419

------

188.38

------

80

20

10.187

------

203.74

------

90

30

10.946

------

328.38

------

120

30

17.996

------

539.88

------

140

20

36.500

-----

730

------

EXTENSIVE SURVEY PROJECT REPORT - 2016

Page 20

HIGHWAY PROJECT

150

10

36.220

------

362.2

------

10

180

30

44.312

------

1329.36

------

11

210

30

53.615

------

1608.45

------

12

230

20

37.665

------

753.3

------

13

240

10

41.574

------

415.74

------

14

270

30

40.271

------

1208.13

------

15

280

10

24.858

------

248.58

------

16

300

20

25.89

------

507.78

------

17

330

30

13.168

------

395.04

------

18

340

10

1.515

0.031

15.15

0.31

19

360

20

0.176

5.332

3.52

106.64

20

390

30

------

70.333

------

2109.99

21

410

20

------

124.046

------

2480.92

22

420

10

------

161.674

------

1616.74

23

430

10

------

120.837

------

1208.37

24

450

20

------

74.142

------

1482.84

25

480

30

------

61.599

------

1847.97

26

490

10

------

81.167

------

811.67

27

510

20

------

65.492

------

1309.84

28

540

30

------

90.328

------

2709.84

29

570

30

------

94.892

------

2846.76

30

590

20

------

100.169

------

2003.38

31

600

10

------

105.553

------

1055.53

32

630

30

------

138.348

------

4150.44

33

640

10

------

135.211

------

1352.11

34

660

20

------

92.556

------

1851

EXTENSIVE SURVEY PROJECT REPORT - 2016

Page 21

HIGHWAY PROJECT

35

690

30

0.721

15.125

21.63

453.75

36

720

30

38.987

------

1169.61

------

37

750

30

95.429

------

2862.87

------

38

760

10

111.47

------

1114.47

------

39

780

20

92.430

------

1848.6

------

40

810

30

87.617

------

2628.51

-----

41

830

20

85.630

------

1712.6

------

42

840

10

67.088

------

670.88

------

43

870

30

53.644

------

1609.32

------

44

900

30

49.318

------

1479.54

------

45

930

30

57.327

------

1719.81

------

46

960

30

67.681

------

2030.43

------

47

990

30

77.072

------

2312.16

------

48

1000

10

70.093

------

700.93

------

49

1030

30

69.377

------

2081.31

------

50

1050

20

85.327

------

1706.54

------

51

1080

30

87.730

-------

2631.9

------

EXTENSIVE SURVEY PROJECT REPORT - 2016

Page 22