HIGHWAY ALIGNMENT

 The establishment of the new highway’s centerline is the fundamental objective in the
highway geometric design process.
 The position or the layout of the center line of the highway on the ground is called
alignment.
 Horizontal alignment -consists of straight paths and curves.
 Vertical alignment- consists of grades and curves.
 The vertical and horizontal alignment of the centerline determines the amount of cut
and fill, cross-section details, drainage design, construction and user costs and
environmental impacts.
 Improper alignment would increase construction cost, land acquisition cost, maintenance
cost, and vehicle operation cost and accidents rate.
 Once the road is aligned and constructed, it is not easy to change the alignment. Hence
careful considerations while finalizing the alignment of a new road need be over-emphasised.
2
Requirements of an ideal alignment between two terminals include:
 Short - A straight alignment would be the shortest, though there may be several practical
considerations which would cause a deviation from the shortest path.
 Easy
 Easy to construct
 Easy to maintain
 Easy for operation with easy grades and curves.
 Economical - Design should consider initial capital cost, maintenance cost, and operation
cost minimum.
 Safe
 Safe enough for construction and maintenance from the view point of stability of natural
slopes, embankments, cut slopes, and foundations.
 Safe for traffic operations with ease geometric features such as sharpness of curves,
grades, side slopes and etc.
 In general, the aim of alignment selection process is to find a location for the new road that will result
in the lowest total construction, land, traffic, and environmental costs. 3
 FACTORS CONTROLLING ALIGNMENT
 The selection of alignment of a highway is subjected to controlling factors such as:
i. Obligatory Points: These are the control points governing the highway alignment.
 These points are classified into two categories.
 Points through which the alignment is to pass.
 points through which the alignment should not pass.
 Some of the examples of the obligatory points through which the alignment is to pass are:
 Bridge site: The bridge can be located only where the river has straight and permanent path and also where
the abutment and pier can be strongly founded.
• The road approach to the bridge should not be curved and skew crossing should be avoided as possible.
• Thus to locate a bridge the highway alignment may be changed.
 Mountain: While the alignment passes through a mountain, the various alternatives are to either construct a
tunnel or to go round the hills.
 The suitability of the alternative depends on factors like topography, site conditions and
construction and operation cost.
 Intermediate town: The alignment may be slightly deviated to connect an intermediate town or village
4
nearby.
Some of the examples of the obligatory points through which the alignment should not pass are:
 Religious places: These have been protected by the law from being acquired for any purpose. Therefore, these
points should be avoided while aligning.
 Very costly structures: Acquiring such structures means heavy compensation which would result in an increase in
initial cost. So the alignment may be deviated not to pass through that point.
 Lakes/ponds etc.: The presence of a lake or pond on the alignment path would also necessitate deviation of the
alignment.
ii. Traffic : The alignment should suit the traffic requirements.
 Based on the origin-destination data of the area, the desire lines should be drawn.
 The new alignment should be drawn keeping in view the desire lines, traffic flow pattern
etc.
iii. Geometric design: Geometric design factors such as gradient, radius of curve, sight distance etc. also
governs the alignment of the highway.
 To keep the radius of curve minimum, it may be required to change the alignment of the highway.
iv. Economy: - this includes the initial cost, maintenance cost & operation cost.
v. Other considerations: Drainage considerations, Hydrological factors, Political considerations, etc.
5
 ROUTE SELECTION

Principle
ROUTE SELECTION Cont…
Basic principle
 Balance user costs and highway costs
 Before a highway alignment is finalized in highway project, the engineering surveys
are to be carried out.
 The surveys may be completed through the following procedure.
1. Study of existing information
2. Conduct reconnaissance survey Identification (Pre‐feasibility)
3. Determine route alternatives
 Preliminary alignment 1, 2, 3, … Feasibility
4. Evaluate route alternatives
5. Final location survey
(Pre)‐Design
7
1. Study existing information [Desk/Map study]
 Conducted in office prior to any field investigation.
 Obtained from relevant data in the form of maps, aerial photographs, existing reports and so on.
 If the topography map of the area is available, it is possible to suggest the likely routes of the road.
 The type and amount of data collected during this initial phase will of course, vary with the functional
classification of the road and the nature and size of the project.
 Collect and evaluate all available information of the area which includes:
 Technical or Engineering related data
 Topography, geology, Stream and drainage basins, Traffic data [ADT], climate, etc.
 Environmental Data
 Wildlife, historic, archeological, recreational, pollution (air, noise, water) etc.
 Social and demographic Data
 Land-use and zoning
 Economic Data
 Construction, maintenance and operational cost data
 Agricultural, industrial, commercial activities and trends 8
2. Conduct Reconnaissance survey
 Identify several feasible routes.
 This stage consists of a field investigation that usually provides a means of verification of
conditions as determined from the desk study.
 Aerial photography is used. Get more information from:
 Satellite images
 Topographical map
 Geological map, agricultural soil maps, natural resource maps
 Factors considered:
 Terrain & soil conditions
 Availability of construction materials, water
 Serviceability to industrial & population areas
 Intersections with other transportation facilities
• Rivers, railroads, other highways
 Directness of route
 Establish control points, if any 9
3. Determine route alternatives

Alternative # 1

Preliminary Alignment
Profile
10
Determine route alternatives (Cont.…)

Alternative # 2

Preliminary Alignment
Profile
11
Determine route alternatives (Cont.…)

Alternative # 3

Preliminary Alignment
Profile
12
13
4.Evaluating Route alternatives
 Use preliminary alignments to perform:
 Economic evaluation
 Environmental evaluation
 At this stage, environmental impact studies are conducted for each alternative, when
required.
 Select the best alternative as preliminary alignment.
5. Final location survey
 Involves detailed layout of selected route.
 Establishes final horizontal & vertical alignments
 Establishes final positions of structures & drainage channels
 Establish special requirements
 Recreational areas
 Schools 14
3/25/2019 15