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REDESIGNING THE ALIGNMENT OF THE DILI – AILEU ROAD

BASED ON THE BINA MARGA & AASHTO

MONOGRAPHY

Submitted in Partial Fulfillment of the Requirements Degree of Bachelor of


Engineering (Honors) in Civil Engineering.

by :
Ronaldo dos Santos Fátima
16.01.01.141

CIVIL ENGINEERING
SCHOOL OF ENGINEERING AND SCIENCE
DILI INSTITUTE OF TECHNOLOGY
DILI
2019

i
DEDICATION

This work is dedicated to my parents.

vi
PREFACE
As a part of Civil Engineering, I definitely expect to be a quality engineer
in future. However, first of all, the most important aspect for completing this
desire, it requires work hard, passion, dedication and motivation in order to make
the dream come true. Beside, after involving in School of Engineering and
Science, which department is Civil Engineering, it’s straightaway got me to the
infrastructure design. obviously, I have a strong obsession in Engineering due to
the development progress in this beloved nation, East Timor.
For the sake of all desire that I have, It forces me to struggle more and
continue increasing knowledges and experiences in purpose of being a better
consultant, who could bring changes for development in East Timor.

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ACKNOWLEDGEMENTS
Firstable, I would like to thank my almighty God for all the favors and life
which currently I possess to do my daily activities properly. Besides from that, I
likewise appreciate the relief of my counselers Dr. Peregrinus Dhae Siga Taa, ST.,
M. Eng. and Mr. Marito de Menezes, ST, M.Sc., who have constantly helped and
reviewed my thesis with their remarkable patience until I accomplished it.
I also won’t forget to express the gratitude to my docent of department
head, Mr. Willibrordus Manek, ST. M. Eng. for his given courages and supports
to me. And I’m surely not going to be absent-minded to give thanks as well to my
LELI teacher, Mr. Kyle McSweegan, who perfectly spent his times for correcting
my thesis writing although he was too busy with his works.
I’d also love to express my gratefullness for those kind friends that I have
had during my study in Dili Institute of Technology (DIT). Honestly, they are all
my valuable friends who always with me when I’m in need. For their relief, I
would prefer to thank and mention their name such a Miguel Prabowo, Pedro
Amaral, Leonardo Gamboa, Januario Ximenes, Elvio Santana, Josefino Marques,
Clinton Pereira, Tiffanio Ximenes, Vicenti Elizeu and others.
Eventually, I proudly expect to present my profound feelings of huge love
and appreciation to my lovely parents, Abel dos Santos Fátima and Domina Taek,
who always stay behind me and support me without exhaustions. Obviously, for
their pure love which is received, I dedicate my thesis to them.

Dili, August 2019


Ronaldo dos Santos Fátima

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TABLE OF CONTENTS

CHAPTER I .............................................................................................................1
INTRODUCTION ....................................................................................................1
1.1 Background .........................................................................................................1
1.2 Research Questions .............................................................................................2
1.3 Research Objectives ............................................................................................2
1.4 Research Benefits ................................................................................................3
1.4.1 Theoretical benefits .........................................................................................3
1.4.2 Practical benefits ..............................................................................................3
CHAPTER II .............................................................................................................4
LITERATURE REVIEW..........................................................................................4
2.1 The Definition of Geometric Design...................................................................4
2.2 Highway Classification .......................................................................................4
2.2.1 Functional relationships ...................................................................................4
2.2.2 Functional classes.............................................................................................6
2.2.3 Classification of the terrain road ......................................................................6
2.2.4 Classification according to the authority of road construction ........................7
2.3 Design Controls and Criteria...............................................................................7
2.3.1 Design vehicles ................................................................................................7
2.3.2 Minimum turning paths of design vehicles ......................................................9
2.3.3 Passenger car unit (PCU .................................................................................14
2.3.4 Average daily traffic .......................................................................................14
2.3.5 Design speed ...................................................................................................15
2.3.6 Determination of lane and lane widths............................................................15
2.4 Characteristic of Geometric Design ...................................................................16
2.4.1 Typology .........................................................................................................16
2.4.2 The elements of geometric highway ...............................................................17
2.5 Sight Distance ....................................................................................................17
2.5.1 Stopping sight distance ...................................................................................18
2.5.2 Passing sight distance......................................................................................19

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2.5.2.1 Design value .................................................................................................21
2.6 Centrifugal Force ...............................................................................................22
2.7 Horizontal Alignment ........................................................................................24
2.7.1 Straight section length .....................................................................................24
2.7.2 Curve ...............................................................................................................24
2.7.3 Superelevation .................................................................................................30
2.7.4 Road pavement widening on curve .................................................................34
2.7.5 Side freedom on the curve...............................................................................36
2.8 Vertical Alignment .............................................................................................37
2.8.1 Vertical alignment slope .................................................................................37
2.8.2 Vertical curve ..................................................................................................39
2.8.3 Sight distance on sag vertical curve ................................................................41
2.9 Geometric Cross Section ....................................................................................42
2.10 Excavation and Embankment Planning ...........................................................44
CHAPTER III ..........................................................................................................45
RESEARCH METHODS ........................................................................................45
3.1 Introduction ........................................................................................................45
3.2 Research Location ..............................................................................................45
3.3 Research Methods ..............................................................................................46
3.3.1 Primary data ....................................................................................................46
3.3.2 Secondary data ................................................................................................46
3.4 Flowchart ...........................................................................................................47
3.5 Thesis Time Planning.........................................................................................48
CHAPTER IV ..........................................................................................................49
RESULTS AND DATA ANALYSIS ......................................................................49
4.1 Location of the Case Study ................................................................................49
4.2 Shape of Redesigning the Existing Alignment of the Dili – Aileu Road ..........49
4.3 Topography Data................................................................................................51
4.4 Determination of Terrain Classification.............................................................52
4.5 Horizontal Alignment Analysis of Dili – Aileu Road........................................56
4.6 Vertical Alignment Analysis of Dili – Aileu Road ............................................71

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CHAPTER V............................................................................................................75
CONCLUSION AND RECOMMENDATION .......................................................75
5.1 Conclusion .........................................................................................................75
5.2 Recommendation................................................................................................76
BIBLIOGRAPHY ....................................................................................................77
ANNEX ....................................................................................................................78

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LIST OF FIGURES

2.1 Channelizations of trips .....................................................................................5


2.2 Minimum turning path for passenger car (P) design vehicle ...........................11
2.3 Minimum turning path for Interstate Semitrailer (WB-20) design vehicle......12
2.4 Minimum turning path for Turnpike Double Combination (WD-33D) design
vehicle .............................................................................................................13
2.5 Cross section of the road ..................................................................................17
2.6 Element of Passing sight distance for two-lane highway.................................19
2.7 Total Passing sight distance and its components – Two-lane highway ...........21
2.8 Centrifugal force ..............................................................................................23
2.9 Maximum transverse friction coefficient for planning ....................................23
2.10 Component of Full Circle Curve ....................................................................25
2.11 Component of Spiral-Circle-Spiral Curve .....................................................27
2.12 Component of Spiral-Spiral Curve.................................................................28
2.13 Force diagram for superelevation...................................................................31
2.14 Superelevation diagram, showing rate of superelevation ..............................33
2.15 Superelevation diagram, showing difference in elevation .............................34
2.16 Superelevation diagram, showing roadway cross section ..............................34
2.17 Pavement widening on curve .........................................................................35
2.18 Free area next to corner ..................................................................................36
2.19 Vertical curve .................................................................................................39
2.20 Crest vertical curve ........................................................................................40
2.21 Sag vertical curve ...........................................................................................41
2.22 Two-lane highway cross section, with ditches ...............................................42
2.23 Two-lane highway cross section, curbed .......................................................43
2.24 Divided highway cross section, depressed median, with ditches...................43
2.25 Divided highway cross section, raised median, curbed .................................43
3.1 Research location of the Dili – Aileu road .......................................................45
3.2 Surveying instrument and its equipments ........................................................46
3.3 Research Flowchart ..........................................................................................47

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4.1 Research location of the Dili – Aileu road .......................................................49
4.2 The demonstration of the existing alignment of the Dili – Aileu road ............50
4.3 Shape of redesigning the existing alignment ...................................................50
4.4 Contour of topography data .............................................................................52
4.5 Illustration of the determining the terrain classification method .....................53

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LIST OF TABLES

2.1 Classification of intercity roads .........................................................................6


2.2 Classification of the terrain road ........................................................................6
2.3 Design vehicle dimensions.................................................................................8
2.4 Minimum turning radii of design vehicles .......................................................10
2.5 Equivalent passenger car ..................................................................................14
2.6 Determination of factor K and F based on ADT ..............................................14
2.7 Design speed based on functional and terrain road classification....................15
2.8 Determining the width of the track and shoulder of the road ..........................15
2.9 Ideal lane width ................................................................................................16
2.10 Stopping sight distance ..................................................................................18
2.11 Element of safe passing sight distance ...........................................................20
2.12 Passing sight distance for design of two-lane highway .................................21
2.13 Maximum straight section length ...................................................................24
2.14 Bend radius that does not require a transition arch ........................................25
2.15 Magnitude p and k..........................................................................................29
2.16 Value of side friction......................................................................................32
2.17 Minimum radius of curvature ........................................................................32
2.18 Maximum slope..............................................................................................38
2.19 Critical length table ........................................................................................38
3.1 Table of the thesis time planning .....................................................................48
4.1 Topography data...............................................................................................51
4.2 Dili – Aileu road terrain classification .............................................................54
4.3 Calculation results of horizontal alignment .....................................................66
4.4 Pavement widening results in curve.................................................................67
4.5 Calculation results of side freedom ..................................................................69
4.6 Calculation results of vertical alignment..........................................................73

xiv
ABSTRACT
Actually, Dili – Aileu road highly faces distinct problems for causing the
convenience of users or motorists. With bad road conditions occur in Balibar to
Laulara, therefore I decided to take these cases to be my final work before taking
my bachelor degree at Dili Institute of Technology (DIT). The location of the case
study chosen is Balibar in 2019, a subdistrict of Dili, East Timor which
encompasses part of Cristo Rei (Christ the King). The street itself isn’t stable and
has been damaged for more than 5 years, causing problems for all travellers who
traverse the area every day. In addition, the Balibar street is an arterial road, which
is vital to develop because it actually serves and enables people to travel in and
out of the capital city (Dili) and to the southwest of East Timor (Aileu, Ainaro,
Manufahi and Covalima districts). One of the contributing factors to the damage
is quantity of vehicles. A damaged and narrow street just couldn’t support such a
large amount, although it is an enormous either small traffic are unable to speed
up the time to arrive to some destinations quickly and of course there won’t be
any convenience for users. So in this case, we must have a better plan for a
geometric road for the main area for the purpose of facilitating travellers to feel
safe, shorten the travel time, and most of all for those who live in Balibar to
access the street for their daily activities.

Key words: Realignment (both existing horizontal and vertical alignement),


stationing and cut & fill.

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CHAPTER I
INTRODUCTION

1.1 Background
These days, every country has their own will to be a developed nation in
order to achieve the dream which each of them desires. A necessary aspect of
being an advanced country is infrastructure, such as roads, bridges, buildings,
environment and so on. First of all, road construction is the most principal thing
before getting to the others. Planning a geometric road is one of the most
important projects which must be given sufficient attention, in accordance with
the existing rules to create the proper conditions for traffic and safety. With the
development of technology, especially computers, people are encouraged to be
able to complete geometric calculation of roads, which requires lots of data and
time.
The geometric road calculation could be calculated using conventional or
manual methods based on it’s existing parameters. In planning a goemetric road,
the selection of horizontal and vertical alignments must pay attention to the
conditions that have been determined. Therefore, the manual calculation process
will require precision and time. To expedite and simplify the calculation, a
program needs to be made that functions as a tool to simplify and shorten the
time. As a country that has only just become independent in the last decade and a
half, East Timor is still improving the infrastructure in both urban and rural areas.
It’s more essential to complete the highway or road construction first and other
projects second in the locations where they are needed.
The location of the case study chosen is Balibar in 2019, a subdistrict of
Dili, East Timor which encompasses part of Cristo Rei (Christ the King). The
street itself isn’t stable and has been damaged for more than 5 years, causing
problems for all travellers who traverse the area every day. In addition, the Balibar
street is an arterial road, which is vital to develop because it actually serves and
enables people to travel in and out of the capital city (Dili) and to the southwest of
East Timor (Aileu, Ainaro, Manufahi and Covalima districts). One of the

1
contributing factors to the damage is quantity of vehicles. A damaged and narrow
street just couldn’t support such a large amount, although it is an enormous either
small traffic are unable to speed up the time to arrive to some destinations quickly
and of course there won’t be any convenience for users. So in this case, we must
have a better plan for a geometric road for the main area for the purpose of
facilitating travellers to feel safe, shorten the travel time, and most of all for those
who live in Balibar to access the street for their daily activities.
Basically, the constant problems with the existing Balibar road area give
regular users a lot of grief, especially regarding access for daily activities for those
who live in the aforementioned zone. Aside from that, the surroundings of the
defective street are absolutely full of dust in the dry season, and when there is a
monsoon, all the surface of the terrain is covered with mud, which becomes
another obstacle for the people who reside there. For all the reasons mentioned
above, a new plan for a geometric road is needed.

1.2 Research Questions


Due to the problems occurring in the damaged area of Dili – Aileu road
(Balibar-Laulara road), which have been mentioned in the Background section
revealing few following questions:
1. How to tackle problems occurring in the defective zone by replanning
the existing geometric road of the Dili – Aileu road in Balibar to
Laulara?
2. What is the most efficient solution for motorists or users through this
new planning of geometric road design?

1.3 Research Objectives


The research purpose of this monography is to accomplish the following
issues:
1. To redesign the existing alignment of the Dili – Aileu road through
classifying its own class and reducing complexity, which means
cutting down on some curves.

2
2. Providing the new appropriate street for all drivers with comfort and
safety by using AASHTO-2001 and BINA MARGA No. 038
T/BM/1997 methods and satisfying people who reside alongside there
and also facilitating commuters.

1.4 Research Benefits


The appropriate rearrangement of the geometric road in Balibar (Dili –
Aileu road) will produce a better result for all Timorese people, providing those
going to the southwest of East Timor (Aileu, Ainaro, Manufahi and Covalima) or
into the capital city (Dili) with a more convenient and safer route.
From the other side, the researcher will surely learn about and understand
well the manner of designing a new road in both theory and practice.
1.4.1 Theoretical benefits
As a Civil Engineering student in the specific area of Transportation
Engineering, the study actually offers a great advantage for the researcher to be
able to utilize the reference guideline which becomes the parameter of geometric
road design to supply a suficient highway that could solve problems in a damaged
zone and facilitate the user needs with efficiency, comfort, safety and
convenience.
1.4.2 Practical benefits
In fact, there are several required procedures that are essential to plan and
construct a road. Therefore, it is necessary that the researcher be familiar with
surveying mapping, feasibility study, stake-out, manner and so on. Through
completing this study, the writer of this thesis will also gain practical experience
due to the gathering of primary data.

3
CHAPTER II
LITERATURE REVIEW

2.1 The Definition of Geometric Design


Geometric design is defined as a highway construction that demonstrates
shapes or the size of streets concerning a cross section, length view, or other
aspects which are related to the physical shape of a road. In other words,
Geometric is building a road body above the ground level both vertically and
horizontally, assuming the body or the shape of the earths surface is uneven. The
aim is to create a good relationship between time and space according to the needs
of the relevant vehicles, and produce road parts that adhere to the requirements of
comfort, safety and optimal efficiency. In building a highway, a road segment is
affected by the topography, economy and society (Pau 2018).

2.2 Highway Classification


This section introduces the basic concepts needed for understanding the
functional classification of highway facilities and systems, functional classes,
classification according to road terrain and classification according to the
authority of road construction.
2.2.1 Functional relationships
Functional classification thus groups streets and highways according to the
character of they are intended to provide. This classification recognizes that
individual roads and streets do not serve travel independently. Rather, most travel
involves movement through networks of roads and can be categorized relative to
such networks in a logical and efficient manner. Thus, functional classification of
roads and streets is also consistent (AASHTO, 2001). A schematic illustration of
this basic idea is shown in Figure 2.1 lines of travel desire are straight line
connecting trip origins and destinations (circle). The relative widths of the lines
indicate the relative amounts of travel desire. The relative sizes of the circles
indicate the relative trip generating and attracting power of the places shown.
Because it’s impractical to provide direct-line connections for every desire line,
trip should be channelized on a limited road network shown in Figure 2.1B.

4
Source: (AASHTO, 2001)
Figure 2.1 Channelization of trips

As the figure shown in Figure 2.1 identifies that the road network provided is
divided to 3 different functional classifications of roads and streets, such as
Arterial Roads, Collector Roads and Local Roads. Here are some explanations:
1. Arterial roads
The principal and minor arterial road systems provide a high-speed,
high-volume network for travel between major points in both rural and
urban areas.
2. Collector roads
The collector street is a public way, usually serving moderate traffic
volumes. These streets have aspects of both arterial and local roads and
often serve as a connection between them. The function of a collecter
combines aspects of both arterial and local streets, serve a duel
function as collecting traffic for movement between arterial streets and
local streets and providing access to abutting properties.
3. Local roads
A local road or street serves primarily to provide access to farms,
residences, bussinesses, or other abutting properties. Although local
roads and streets may be planned, constructed, and operated with the
predominant function of providing access to adjacent property, some
local roads and streets serve a limit amount of through traffic.

5
2.2.2 Functional classes
Classification according to road class is related to the ability of road to
receive traffic loads, expressed in the heaviest axle loads in tons. Classification
according to the road class and it’s provisions and relation to classification
according to road functions can be seen in Table 2.1, (Bina Marga, 1997).
Table 2.1 Classification of intercity roads (Bina Marga, 1997)
Function Class Heaviest axle load (tons)
I ˃10
Arterial II 10
III A 8
III A 8
Collector III B 8

Local III C 8

2.2.3 Classification of the terrain road


Road terrain is classified based on the condition of most terrain slopes
which are measured perpendicular to the contour lines. Classification according to
the terrain for geometric planning can be seen in the Table 2.2 and the uniformity
of projected terrain conditions must consider the uniformity of terrain conditions
according to the plan of the road plan by ignoring changes in the small part of the
planned road segment.
Table 2.2 Classification of the terrain road (BINA MARGA)
No. Type of terrain Terrain slope (%)
1 Level ˂3
2 Rolling 3 – 25
3 Mountainous ˃ 25

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2.2.4 Classification according to the authority of road construction
In East Timor, classification according to the authority of road
construction is devided to three types such as National road, District road and
Rural road.
2.3 Design Controls and Criteria
2.3.1 Design vehicles
Key controls in geometric highway design are the physical characteristics
and the proportions of vehicles of various sizes using the highway. Therefore, it is
appropriate to examine all vehicle types, establish general class groupings, and
select vehicles of representative size within each class for design use (AASHTO,
2001). Four general classess of design vehicles have been established, including:
(1) passenger cars, (2) buses, (3) trucks and (4) recreational vehicles. The
passenger-car class includes passenger cars of all sizes, sport/utility vehicles,
minivans, vans and pick-up trucks. Buses include inter-city (motor coaches), city
transit, school and articulated buses. The truck class includes sigle-unit trucks,
truck tractor-semitrailer combinations, and truck tractors with semitrailers in
combination with full trailers. Recreational vehicles include motor homes, cars
with camper trailers, car with boat trailers, motor homes with boat trailers and
motor homes pulling cars. In addition, the bicycle should also be considereda
design vehicle where bicycle use is allowed on a highway.
Dimensions for 19 design vehicles representing vehicles within these
general classes are giving in Table 2.3. In the design of any highway facility, the
designer should consider the largest design vehicles likely to use that facility with
considerable frequency or a design vehicle with special characteristics appropriate
to a particular intersections and radii of turning roadways. In addition, as a general
guide, the following may be considered when selecting a design vehicle:
• A passenger car may be selected when the main traffic generator is a
parking lot or series of parking lots.
• A single-unit truck may be used for intersection design of residential
streets and park roads.

7
Table 2.3 Design vehicle dimensions (AASHTO, 2001)
Design Dimensions (m)
Vehicle Type Symbol Overall Overhang
Height Width Length Front Rear
Passenger
Car P 1.3 2.1 5.8 0.9 1.5
Single Unit
Truck SU 3.4 – 4.1 2.4 9.2 1.2 1.8
Buses
Inter-city BUS-
Bus 12 3.7 2.6 12.2 1.8 1.9
Articulated
Bus A-BUS 3.4 2.6 18.3 2.6 3.1
Trucks
Double- WB-
Semitrailer 20D 4.1 2.6 22.4 0.7 0.9
Triple- WB-
Semitrailer 30T 4.1 2.6 32.0 0.7 0.9
Turnpike
Double- WB- 4.1 2.6 34.8 0.7 0.8
Semitrailer 33D
Recreational Vehicles
Motor Home MH 3.7 2.4 9.2 1.2 1.8
Car &
Camper P/T 3.1 2.4 14.8 0.9 3.1
Trailer
Motor Home
& Boat MH/B 3.7 2.4 16.2 1.2 2.4
Trailer

8
2.3.2 Minimum turning paths of design vehicles
The principal dimensions affecting design are the minimum centerline
turning radius (CTR), the out-to-out truck width, the wheelbase, and the path of
the inner rear tire. Figure 2.2 through 2.3 present the minimum turning path for 19
typical design vehicles. Effects of driver characterictics (such as the speed at
which the driver makes a turn) and of the slip angle of wheels are minimized by
assuming that the speed of the vehicle for the minimum turning radius is less than
15 km/h.
The boundaries of the turning paths of the design vehicle for its sharpest
turns are established by the outer trace of the front overhang and the path of the
inner rear wheel. This turn assumes that the outer front wheel follows the circular
arc defining the minimim centerline turning radius as determined by the vehicle
streering mechanism. The minimim radii of the outside and inside wheel paths
and the centerline turning radii (CTR) for specific design vehicles are given in
Table 2.4.
Truck and buses generally require more generous geometric designs than
do passenger vehicles. This is largely because trucks and buses are wider and
longer wheelbases and greater minimum turning radii, which are the principal
vehicle dimensions affecting horizontal alignment and cross section. Trucks and
buses have smaller minimum turning radii than most combination vehicles, but
because of their greater offtracking, the longer combination vehicles need greater
turning path widths.

9
Table 2.4 Minimum turning radii of design vehicles (AASHTO, 2001)
Design Passen Single Inter-city bus City Conventio Large Articul Interm Interm
vehicle ger car unit (motor coach) transit nal school school ated ediate ediate
type truck bus bus (65 bus (85 bus semi- semi-
pass.) pass.) trailer trailer
Symbol P SU BUS- BUS- CITY- S-BUS11 S- A- WB- WB-
12 14 BUS BUS12 BUS 12 15
Minimu
m
design
7.3 12.8 13.7 13.7 12.8 11.9 12.0 12.1 12.2 13.7
turning
radius
(m)
Center-
line
turning 6.4 11.6 12.4 12.4 11.5 10.6 10.8 10.8 11.0 12.5
radius
(CTR)
Minimu
m inside
4.4 8.6 8.4 7.8 7.5 7.3 7.7 6.5 5.9 5.2
radius
(m)
Design Interstate semi Doubl Triple Doubl Motor Car and Car Motor Farm
vehicle trailer e semi- e home camper and home tractor
type bottom trailer semi- trailer boat and
combi trailer trailer boat
nation trailer
Symbol WB- WB- WB- WB- WB- MH P/T P/B MH/B TR/W
19 20 20D 30T 33D
Minimu
m
design
13.7 13.7 13.7 13.7 18.3 12.2 10.1 7.3 15.2 5.5
turning
radius
(m)
Center-
line
turning 12.5 12.5 12.5 12.5 17.1 11.0 9.1 6.4 14.0 4.3
radius
(CTR)
Minimu
m inside
2.4 1.3 5.9 3.0 4.5 7.9 5.3 2.8 10.7 3.2
radius
(m)

10
Source: (AASHTO, 2001)
Figure 2.2 Minimum turning path for passenger car (P) design vehicle

11
Source: (AASHTO, 2001)
Figure 2.3 Minimum turning path for Interstate Semitrailer (WB-20) design
vehicle

12
Source: (AASHTO, 2001)
Exhibit 2.4 Minimum turning path for Turnpike Double Combination (WB-33D)
design vehicle

13
2.3.3 Passenger car unit (PCU)
Passenger car unit is a vehicle unit for road capacity dimensions, in which
case as a reference of the passenger car that has a value of one PCU (Hamirhan,
2010).
Table 2.5 Equivalent passenger car (BINA MARGA, 1997)
No. Type of vehicle Level/Rolling Mountainous
1 Jeep, Station Wagon 1.00 1.00
2 Pick-Up, Small Bus, Small Truck 1.20 – 2.40 1.90 – 3.50
3 Coach and Huge Truck 1.20 – 5.00 2.20 – 6.00

2.3.4 Average daily traffic


A plan of the average daily traffic (ADT) is a forecast of the daily traffic
plan, which is expressed in PCU/day. The design hourly volume (DHV) is a
forecast of traffic volume during peak hours of the planned traffic, which is
expressed in PCU/hour and calculated using a formula:
DHV = ADT x K/F.................................................................................(2.1)
note:
K = Factor K is a Peak-Hour Traffic volume.
F = Factor F is a traffic level variation per quarter hour in an hour.
DHV is used for calculating the number of road lanes and other traffic
facilities needed.
Table 2.6 Determination of factor K and F based on ADT (BINA
MARGA, 1997)
ADT FACTOR-K (%) FACTOR-F (%)
˃50000 4–6 0.9 – 1
30000 – 50000 6–8 0.8 – 1
10000 – 30000 6–8 0.8 – 1
5000 – 10000 8 – 10 0.6 – 0.8
1000 – 5000 10 – 12 0.6 – 0.8
˂1000 12 – 16 ˂0.6

14
2.3.5 Design speed
The design speed (Vr) on a road is speed chosen as the basis for geometric
design of road that allows vehicles to move safely and comfortably in sunny
weather conditions, deserted traffic and insignificant side effects.
For difficult terrain conditions, Vr of a road segment can be reduced,
provided that the reduction is not more than 20 km/hour (Bina Marga, 1997).

Table 2.7 Design speed based on functional and terrain road classification
(BINA MARGA, 1997)
Speed Design, Vr (km/hour)
Function Level Rolling Mountainous
Arterial 70 – 120 60 – 80 40 – 70
Collector 60 – 90 50 – 60 30 – 50
Local 40 - 70 30 - 50 20 – 30

2.3.6 Determination of lane and lane widths


The traffic way is the entire section of road pavement intended for vehicle
traffic. The traffic way consists of several vehicle lanes. Vehicle lanes, which are
parts of the traffic way specifically intended to be passed by a series of four or
more wheeled vehicles in one direction. So the minimum number of lanes for two-
way roads is two and generally referred to as two-way two-lane roads. The traffic
path for one direction consists of at least one traffic lane (Silvia Sukirman, 1999).
In Table 2.8 shows the width of the path and the shoulder of the road
according to ADT.

Table 2.8 Determining the width of the track and shoulder of the road (BINA
MARGA, 1997)
Arterial Collector Local
ADT
(pcu/d) Ideal Min Ideal Min Ideal Min
pw sw pw sw pw sw pw sw pw sw pw sw

15
˂3000 6.0 1.5 4.5 1.0 6.0 1.5 4.5 1.0 6.0 1.0 4.5 1.0
3000–
10000 7.0 2.0 6.0 1.5 7.0 1.5 6.0 1.5 7.0 1.5 6.0 1.0
10000–
25000 7.0 2.0 7.0 2.0 7.0 2.0 - - - - - -
2x 2x 2x3
˂25000 3.5 2.5 7.0 2.0 .5 2.0 - - - - - -

Note:
pcu/d = Passenger car unit/day
Min = Minimum
pw = Path width
sw = Shoulder width
The width of the ideal lane depends on the speed and vehicle of the plan,
which in this case is expressed by the function and class of roads as specified in
Table 2-9.
Table 2.9 Ideal lane width (BINA MARGA, 1997)
Function Class Ideal lane width
I, 3.75
Arterial II, IIIA 3.50
Collector IIIA, IIIB 3.00
Local IIIC 3.00

2.4 Characteristic of Geometric Design


2.4.1 Typology
The type of road defines the road and direction or direction of a road
segment. Roads outside the city are going to present as fallows:
• 2/1 – Two-lane and One-way
• 2/2 UD – Two-lane, Two-way and Undivided
• 4/2 UD – Four-lane, Two-way and Undivided

16
• 4/2 D - Four-lane, Two-way and Divided
• 6/2 D – Six-lane, Two-way and Divided

2.4.2 The elements of geometric highway


The cross section of the road is a cross section of a road perpendicular to
the axis of the highway (Sukirman, S., 1999). Parts of the cross section of this
road and its position in the cross section are shown in Figure 2.4.

Source: Google
Figure 2.5 Cross section of the road
Note:
a = Travelled way
b = Shoulder
c = Drainage channel
d = Safety verge
x = b + a + b = Body of the road

Street space; Building; Road supervision zone; Road use zone;

2.5 Sight Distance


A driver’s ability to see ahead is the utmost importance in the safe and
efficient operation of a vehicle on a highway. The path and speed of motor vehicle
on highways and streets are subject to the control of drivers whose ability, training

17
and experience are quite varied. For safety on highways, the designer should
provide sight distance of sufficient length that drivers can control the operation of
their vehicle to avoid striking an unexpected object in their traveled way
(AASHTO, 2001). Certain two-lane highway should also have sufficient sight
distance to enable drivers to occupy the opposing traffic lane for passing other
vehicles without risk of crash.
2.5.1 Stopping sight distance
Sight distance is the length of the roadway ahead that is visible to the
driver. The available sight distance on a roadway should be sufficiently long to
enable a vehicle traveling at or near the design speed to stop before reaching a
stationary object in its path. Although greater lengths of visible roadway are
desirable, the sight distance at every point along a roadway should be at least that
needed for a below-average driver or vehicle to stop.

2.10 Stopping sigth distance (AASHTO, 2001)


Design speed Stopping sigth distance
(km/hour) Calculated (m) Design (m)
20 18.5 20
30 31.2 35
40 46.2 50
50 63.5 65
60 83.0 85
70 104.9 105
80 129.0 130
90 155.5 160
100 184.2 185
110 215.3 220
120 248.6 250
130 284.2 285

18
2.5.2 Passing sight distance
Most roads and many streets are two-lane, two-way highways on which
vehicles frequently overtake slower moving vehicles. Passing maneuvers in which
faster vehicles move ahead of slower vehicles must be accomplished on lanes
regurlarly used by opposing traffic. If passing is to be accomplished safely, the
passing driver should be able to see a sufficient distance ahead, clear of traffic, to
complete the passing maneuver without cutting off the passed vehicle before
meeting an opposing vehicle that appears during the maneuver. Passing sight
distance for use in design should be determined on the basis of the length needed
to complete normal passing maneuvers in which the passing driver can determine
that there are no potentially conflicting vehicles ahead before beginning the
maneuver.
The minimum passing sight distance for a two-lane highway is determined
as the sum of the following four distances (shown in Figure 2.6):
• d1 – Distance traversed during perception and reaction time and during
the initial acceleration to the point of encroachment on the left lane.
• d2 – Distance traveled while the passing vehicle occupies the left lane.
• d3 – Distance between the passing vehicle at the end of its maneuver and
the opposing vehicle.
• d4 – Distance traversed by an opposing vehicle for two-thirds of the time
the passing vehicle occupies the left lane, or 2/3 of d2 above.

Figure 2.6 Element of Passing sight distance for two-lane highway


Source: (AASHTO, 2001)

19
Various distances for the components of passing maneuvers, based on
extensive field observations of driver behavior are presented for four passing
speed group in Table 2.11.

Table 2.11 Element of safe passing sight distance (AASHT0, 2001)


Speed range (km/h)
Component of passing 50 - 65 66 - 80 81 - 95 96 – 110
maneuver Average passing speed (km/h)
56.2 70.0 84.5 99.8
Initial maneuver:
a = average acceleration 2.25 2.30 2.37 2.41
t1 = time (second) 3.6 4.0 4.3 4.5
d1 = distance traveled 45 66 89 113
Occupation of left lane:
t2 = time (second) 9.3 10.0 10.7 11.3
d2 = distance traveled 145 195 251 314
Clearance length
d3 = distance traveled 30 55 75 90
Opposing vehicle
d4 = distance traveled 97 130 168 209
Total distance d1 – d4 317 446 583 726

The passing sight distance value to exceed is shown below:


𝑎𝑎𝑡𝑡1
d1 = 0.278t1(𝑣𝑣 − 𝑚𝑚 + )..................................................................(2.2)
2
d2 =0.278vt2.............................................................................................(2.3)
d3 =30m – 110m......................................................................................(2.4)
d4 =2 d2/3................................................................................................(2.5)
Note:
t1 = time of initial maneuver (s)
a = average acceleration (km/h/s)

20
v = average speed of passing vehicle (km/h)
m = difference in speed of passed vehicle and passing vehicle (km/h)
t2 = time passing vehicle occupies the left lane (s)
2.5.2.1 Design value
The “total” curve in Figure 2.7 is determined by the sum of
elements d1 through d4. For each passing speed, this total curve indicates
the minimum passing sight distance for a vehicle to pass another vehicle
traveling 15 km/h slower, in the face of an opposing vehicle traveling at
the same speed as the passing vehicle. The assumed speeds for passing
vehicle in Table 2.12 are design values for minimum passing sight
distance.

Figure 2.7 Total Passing sight distance and its components – Two-lane highway
Source: (AASHTO, 2001)

Table 2.12 Passing sight distance for design of two-lane highway


(AASHTO, 2001)
Passing sight distance (m)
Design speed (km/h) From Exhibit 2-10 Rounded for design
30 200 200

21
40 266 270
50 341 345
60 407 410
70 482 485
80 538 540
90 613 615
100 670 670
110 727 730
120 774 775
130 812 815

2.6 Centrifugal Force


If a vehicle moves at a constant velocity V on a flat or sloping plane with a
curve shaped like a circle, then the vehicle will work the force of velocity (V) and
the centrifugal force (F). The centrifugal force will drive the vehicle radially out
of the lane, towards perpendicular to the force of velocity V. This force creates an
uncomfortable feeling for the driver (Hamirhan, 2010).
Centrifugal force (F) that happened:
F = m.a....................................................................................................(2.6)
Note:
m = mass = w/g
W = vehicle weight (kg)
g = gravitation (m/s2)
a = centrifugal acceleration (m/s2)
V = velocity (km/h)
R = radius (m)
Thus the amount of centrifugal force is written as follows:
𝑊𝑊.𝑉𝑉 2
F= ................................................................................................(2.7)
𝑔𝑔.𝑅𝑅

22
To be able to keep the vehicle fixed on the axis of the road lane, it is
necessary to hold a force that can compensate for that force, so that a balance will
occur. A force that compensates for centrifugal force, can come from:
1. Transverse friction force between vehicle tires and road surface.
2. The component weight of the vehicle due to the transverse slope of the
surface, will cause a feeling of discomfort for the driver who drives his
vehicle at low speed.

Source: Google
Figure 2.8 Centrifugal force

For planning prioritizing safety and comfort, the value of F is used when
the sideways style gives a feeling of discomfort to the passengers, but it still meets
the stability requirements.
Transverse and velocity coefficients are still linear line which only divided
into 2 broken lines, f1 = 0.00065V + 0.192 applies for speeds of V ˂ 80km/h,
while f2 = 0.00125V + 0.24 applies for speeds between 80-112 km/h.

Source: (BINA MARGA, 1997)


Figure 2.9 Maximum transverse friction coefficient for planning

23
2.7 Horizontal Alignment
Horizontal alignment consists of a straight section and a curved part which
is also called a curve. Geometric design on curved parts is intended to compensate
for the centrifugal force received by vehicles running at speed (V). For road user
safety, visibility and free area of road side must be calculated (Bina Marga, 1997).
2.7.1 Straight section length
Taking into account road safety factors, in terms of driver exhaustion, the
maximum length of the straight road must be taken no more than 2.5 minutes
(according to V). The straight section length can be set from Table 2.13.

Table 2.13 Maximum straight section length (BINA MARGA, 1997)


Maximum straight section length (m)
Function Level Rolling Mountainous
Arterial 3000 2500 2000
Collector 2000 1750 1500

2.7.2 Curve
The design of horizontal alignment possesses three (3) types of curves
which are different:
1. Full Circle
Not all arches can be made in a simple circular arc (Full Circle), only
curves with a large radius are allowed. On sharp bends, where the
small arch radius and superelevation needed are large, the curvature in
the form of a circular arc will cause a large transverse slope change
and cause an impression of a broken edge on the outside of the
pavement (Soadang, 2004). These negative effects can be reduced by
making a transition arc. Simple circular arc curves can only be used for
a large curved radius (recommended superelevation required is less
than or equal to 3%). Because the arch is only a circular arc, the
superelevation is carried out partly on the straight path and partly on
the curved part. Because the curvature of the transition itself does not

24
exist, then the radius of the curve that does not require a transitional
curve can be seen in Table 2.14.
Table 2.14 Bend radius that does not require a transition arch (BINA
MARGA, 1997)
V (km/h) 120 100 80 60 50 40 30 20
R (m) 2500 1500 900 500 350 250 130 60

Source: (BINA MARGA, 1997)


Figure 2.10 Component of Full Circle Curve

Based on the construction book, Hamirhan Soading (2004), to


calculate Full Circle curve, use the following formula:
Tc = Rc x Tg1/2 x Δ........................................................................(2.8)
Ec = Tc x Tg1/4 x Δ........................................................................(2.9)
Δπ
Lc = x RC................................................................................(2.10)
180
Lc = 0.01745 x Δ x Rc...................................................................(2.11)
Ec
Rp = tg 1 tg 1 .............................................................................(2.12)
Δx Δ
2 4

25
D= x 360................................................................................(2.13)
2𝜋𝜋𝜋𝜋
𝑉𝑉𝑉𝑉 2
e= – f................................................................................(2.14)
127 𝑥𝑥 𝑅𝑅

25
2. Spiral-Circle-Spiral
Transitional arches are made to avoid sudden changes in alignment
from a straight shape to a circular shape, so this transitional curve is
placed between the straight and the circular part. With the existence of
a transitional arch, a Spiral-Circle-Spiral curve (S-C-S) is made. The
transition arch length (Ls) according to Bina Marga (1997) takes the
largest value from the three equations below:
• Based on the maximum travel time of 3 seconds, to cross the
transitional arch, then the arch length:
Ls = (Vr/3.6) x T.......................................................................(1.15)
• Based on anticipation of centrifugal force, shortt modification
formula is used:
Ls = 0.022(Vr3/Rc x C) – 2.727(Vr x em/C)............................(1.16)
• Based on the level of service achieving changes in slope, namely as
follows:
Ls = (em – en/3.6 x re) x Vr......................................................(1.17)
Note:
T = Travel time, 3 seconds
Rc = Circular arc radius, (m)
C = Change in acceleration, 0.3 – 1.0 is recommended 0.4m/s3
e = Superelevation
em = Maximum superelevation
en = Normal superelevation
re = The level of achievement of cross-road slope changes, as
follow:
• For Vr ≤ 70 km/h, re max = 0.035m/m/s
• For Vr ≥ 80 km/h, re max = 0.025m/m/s

26
Source: (BINA MARGA, 1997)
Figure 2.11 Component of Spiral-Circle-Spiral Curve

The formula used in the calculation of S-C-S parameters is as follows:


Xs = Ls (1 – (Ls2/40 x R2))..............................................................(2.18)
Ys = (Ls2/6R)...................................................................................(2.19)
Ꝋs = (90/𝞹𝞹) x (Ls/R)........................................................................(2.20)
Δc = Δ - 2Ꝋs.....................................................................................(2.21)
p = ((Ls/6R) – R) x (1 - cos Ꝋs).......................................................(2.22)
k = Ls – (Ls3/40R3) – R x sin Ꝋs......................................................(2.23)
Lc = (Δc/180) x 𝞹𝞹 x R......................................................................(2.24)
Ts = R + p x (tan Δ/2) – k................................................................(2.25)
Es = R + p x (sec Δ/2) – R...............................................................(2.26)
L = Lc + 2 x Ls................................................................................(2.27)
Note:
Xs = Abscissa SC point on the tangent line, distance from the point to
SC (straight distance transitional arc), (m)
Ys = Ordinate the SC point on the line perpendicular to the tangent line,
the distance perpendicular to the point SC at the curve, (m)
Ls = Transverse arch length (length from TS point to SC point), (m)
Lc = Long arc (length from SC to CS), (m)
Ts = The length of the tangent from the PI point to the TS point or to
the ST point, (m)
TS = Point from tangent to spiral, (m)

27
SC = The point of spiral into a circle
Es = Distance from PI to circular arc, (m)
Ꝋs = Spiral arch angle, (degree)
Δs = Circle arc angle (degree)
Rc = Circle radius, (m)
P = Shifts in tangent to spiral, (m)
k = Abscissa of p on the spiral tangent line, (m)
L = Length of the SCS curve, (m)
Control:
If Lc ˂ 20 meters is obtained, it is best not to use the Spiral-Circle-
Spiral curve, but use the Spiral-Spiral curve and if p is calculated using
the formula:
P = (Ls2/24 x Rc) ˂ 0.25 then use Full-Circle curve

3. Spiral-Spiral
Horizontal curves in the form of Spiral-Spiral curve are curves without
a circular arc, so that point Sc coincides with the point Cs. Circle arc
length Lc = 0 and Ꝋs = 1/2Δ must be selected such that the required Ls
is greater than Ls which results in the minimum relative ramps required.
This type of curve can be used when the length of circle curve is less
than 25m (Lc ˂ 25m).

Source: (BINA MARGA, 1997)


Figure 2.12 Component of Spiral-Spiral Curve

28
The formula for the Spiral-Circle-Spiral curve can also be used for the
curves of the Spiral-Spiral as long as you pay attention to the above.
The formulas used to calculate the Spiral-Spiral are as follows
(Hamirhan Soadang, 2004):
Ts = (Rc + p)tg x Δ/2 + k.................................................................(2.28)
Es = ((Rc + p)/(cos Δ/2)) – Rc.........................................................(2.29)
Lc = 0 and Δc = 0
Ꝋs = 1/2Δ.........................................................................................(2.30)
Ls = (Ꝋs x Rc/28.648)......................................................................(2.31)
L = 2Ls.............................................................................................(2.32)
p = Ls x p*.......................................................................................(2.33)
k = Ls x k*.......................................................................................(2.34)
Table 2.15 Magnitude p and k (BINA MARGA, 1997)
Ꝋs p* k* Ꝋs p* k* Ꝋs p* k*
0.5 0.0007 0.499 14.0 0.0206 0.499 27.5 0.0422 0.496
1.0 0.0014 0.499 14.5 0.0214 0.499 28.0 0.0431 0.495
1.5 0.0022 0.499 15.0 0.0221 0.499 28.5 0.0439 0.495
2.0 0.0029 0.499 15.5 0.0229 0.499 29.0 0.0448 0.495
2.5 0.0036 0.499 16.0 0.0237 0.499 29.5 0.0457 0.495
3.0 0.0043 0.499 16.5 0.0244 0.499 30.0 0.0465 0.495
3.5 0.0051 0.499 17.0 0.0252 0.498 30.5 0.0474 0.495
4.0 0.0058 0.499 17.5 0.0260 0.498 31.0 0.0483 0.494
4.5 0.0065 0.499 18.0 0.0268 0.498 31.5 0.0492 0.494
5.0 0.0073 0.499 18.5 0.0276 0.498 32.0 0.0501 0.494
5.5 0.008 0.499 19.0 0.0283 0.498 32.5 0.0510 0.494
6.0 0.0094 0.499 19.5 0.0291 0.498 33.0 0.0519 0.494
6.5 0.0102 0.499 20.0 0.0299 0.498 33.5 0.0528 0.494
7.0 0.0109 0.499 20.5 0.0303 0.497 34.0 0.0537 0.493
7.5 0.0116 0.499 21.0 0.0315 0.497 34.5 0.0546 0.493
8.0 0.0124 0.499 21.5 0.0323 0.497 35.0 0.0555 0.493

29
8.5 0.0131 0.499 22.0 0.0331 0.497 35.5 0.0562 0.493
9.0 0.014 0.499 22.5 0.0339 0.497 36.0 0.0574 0.492
9.5 0.0146 0.499 23.0 0.0347 0.497 36.5 0.0584 0.492
10.0 0.0153 0.499 23.5 0.0356 0.490 37.0 0.0593 0.492
10.5 0.016 0.499 24.0 0.0364 0.497 37.5 0.0602 0.492
11.0 0.016 0.499 24.5 0.0372 0.496 38.0 0.0612 0.492
11.5 0.0168 0.499 25.0 0.0380 0.496 38.5 0.0622 0.491
12.0 0.0176 0.499 25.5 0.0389 0.495 39.0 0.0631 0.491
12.5 0.0183 0.499 26.0 0.0397 0.496 39.5 0.0641 0.491
13.0 0.019 0.499 26.5 0.0405 0.496 40.0 0.0651 0.490
13.5 0.0199 0.499 27.0 0.0414 0.496

2.7.3 Superelevation
The purpose of superelevation or banking of curves is to counteract the
centripetal acceleration produced as a vehicle rounds a curve. The term itself
comes from railroad practice, where the top of the rail is the profile grade. In
curves, the profile grade line follows the lower rail, and the upper rail is said to be
superelevated. Since most rail-ways are built to a standard gage, the
superelevations are given as the difference in elevation between the upper and
lower rail. In the case of highways, somewhat more complicated modifications of
the cross section are required, and because widths vary, superelevation is
expressed as a slope.

30
Source: (AASHTO, 2001)
Figure 2.13 Force diagram for superelevation
Values recommended by AASHTO are conservative relative to the actual
friction factor between the tires and the roadway under most conditions, and vary
with design speed. These are given in Table 2.16. Maximum rates of
superelevation are limited by the need to prevent slow-moving vehicles from
sliding to the inside of the curve, and in urban areas, by the need to keep parking
lanes relatively level and to keep the difference in slope between the roadway and
any streets or driveways that intersect it within reasonable bounds. AASHTO
recommends that maximum superelevation rates be limited to 12 percent for
roadways, 8 percent for rural roadways for which snow or ice are likely to be
present, and 6 percent or 4 percent for urban streets. In addition, there is a tradeoff
between the maximum rate of superelevation and the maximum curve radius
permitted at any design speed. AASHTO recommends the minimum curve radii
shown in Table 2.17. For the higher design speeds, the superelevation rates for
these minimum curve radii, as calculated by this equation
e = (V2/127R) – f.............................................................................................(2.35)
Consequently, the maximum superelevation rates really apply only to fairly low
design speeds.

31
Table 2.16 Value of side friction (AASHTO, 2001)
Design speed (km/h) Maximum side friction factor
30 0.17
40 0.17
50 0.16
60 0.15
70 0.14
80 0.14
90 0.13
100 0.12
110 0.11
120 0.09

Table 2.17 Minimum radius of curvature (AASHTO, 2001)


Design speed (km/h) Minimum curve radius (m)
30 0.17
40 0.17
50 0.16
60 0.15
70 0.14
80 0.14
90 0.13
100 0.12
110 0.11
120 0.09

Superelevation transitions involve modification of the roadway cross


section from normal crown to full superelevation, at which point the entire
roadway width has a cross-slope of e. The manner in which this transition is
accomplished is expressed by a superelevation diagram, which is a graph of

32
superelevation (cross-slope) versus distance measured in stations. As an
altenative, the diagram may show the difference in elevation between the profile
grade and the edge versus distance. Figure 2.14 is an example of superelevation
diagram, showing the transition from normal crown with 2 percent cross-slope to
6 percent superelevation for a roadway with a spiral transition curve. Figure 2.15
is the alternative form of the diagram, assuming a two-lane highway with 3.6 m
lanes. The superelevation transition is normally linear, this, the rate of rotation of
the cross section is constant with respect to distance through the transition. The
distance marked L, which runs from the point at the outside half of the roadway
(the half on the outside of the curve) is at zero cross-slope to the P.I. at full
superelevation (or from the tangent-to-spiral point TS to the spiral-to-curve point
SC), is called superelevation runoff. Figure 2.16 presents an interpratation of the
superelevation diagram, showing the appearance of the cross section at intervals
through the transition.

Source: (AASHTO, 2001)


Figure 2.14 Superelevation diagram, showing rate of superelevation

33
Source: (AASHTO, 2001)
Figure 2.15 Superelevation diagram, showing difference in elevation

Source: (AASHTO, 2001)


Figure 2.16 Superelevation diagram, showing roadway cross sections

2.7.4 Road pavement widening on curve


Vehicles that move from a straight road to a bend often do not maintain the
trajectory on the lane that has been provided. This is caused by:
1. At the time of turning, given the angle of the turn, only the front wheel,
so that the trajectory of the rear wheel runs the trajectory deeper into the
front wheel.

34
2. Vehicle track traces no longer coincide, because the front and rear
bumpers of the vehicle have different trajectories between the front and
rear wheels.
3. Driver will experience difficulty in maintaining the trajectory to remain
in the lane, especially on sharp turns or at high speeds. To avoid the
above, on a sharp turn a road widening needs to be carried out.

Source: (BINA MARGA, 1997)


Figure 2.17 Pavement widening on curve

The formula used to calculate the pavement widening in bends according


to Hamirhan Soadang (2004) is as follows:
Bt = n(b’ + c) + (n – 1)Td + z...............................................................(2.36)
b” = R – �𝑅𝑅 2 − 𝑝𝑝2 ...............................................................................(2.37)
b’ = b + b”.............................................................................................(2.38)

Td = �𝑅𝑅 2 + 𝐴𝐴(2𝑝𝑝 + 𝐴𝐴) − 𝑅𝑅 .............................................................(2.39)


𝑉𝑉
Z = 0.015 ........................................................................................(2.40)
√𝑅𝑅
Note:
Bt = Total pavement on the curve (m)
B = Normal pavement width in the straight part (m)
n = Number of traffic lanes
b’ = The width of the track on the curve (m)

35
Td = Transverse width due to the front prostusion (m)
Z = Additional width due to the driving abnormalities (m)
C = Side freedom (m)
Taken:
0.5 for 6m road width
1 for 7m road width
1.25 for 7.5m road width
p = Distance between vehicle axles (taken 6.10m)
A = Front prostusion (taken 1.2m)
2.7.5 Side freedom on the curve
The free side of the bend is a space to guarantee freedom of view at a
corner so that Jh is fulfilled. Side free area is intended to provide an easy view on
the curve by freeing obstructive objects as far as E (m), which is measured from
the centre of the lane to the object of view barrier so that it meets the requirements
of Jh. According to Bina Marga, the free side area is curved based on stopping
visibility using the following formulas:

Source: (BINA MARGA, 1997)


Figure 2.18 Free area next to the corner

1. If Jh ˂ Lt
E = R’(1 – cos(90 x Jh/𝞹𝞹 x R)).............................................................(2.41)
Note:
E = distance of free side (m)
R = Curve radii (m)
R’ = Inner path axis radius (m)

36
Jh = Stopping sight distance (m)
Lt = Length of curve (m)
2. If Jh ˃ Lt
E = R’(1 – cos(28.65 x Jh/R’)) + ((Jh – Lt/2) x sin(28.65 x Jh/R’))....(2.42)
The free area next to the curve is calculated based on the passing sight
distance using the following formulas:
M = R (1 - cosꝊ) + ½(S – L)sinꝊ.........................................................(2.43)
Note:
M = Distance from the barrier axis to the inner lane axis (m)
Ꝋ = Half centre angle along L
S = View distance (m)
L = Length og curve (m)
R = Inner lane axis radius (m)

2.8 Vertical Alignment


Vertical alignment is the intersection of vertical plane with the surface area
of the road pavement for 2 lanes and 2 directions or through the inner edge of
each pavement for the road with a median. Often referred to as a cross section of
the road. (Sukirman, 1994)
2.8.1 Vertical alignment slope
Slope in the vertical alignment is divided into 4 parts, namely:
1. Maximum slope
Maximum slope is intended to allow the vehicle to move without losing
significant speed. Maximum slope is based on the speed of a fully loaded
truck that is able to move with a decrease in speed of no more than half the
original speed without having to use low gear. The maximum slope for
various Vr set can be seen in the Table 2.18.

37
Table 2.18 Maximum slope (Geometric road design rules for inter-city
roads, 1997)

Max. slope (%) 3 3 4 5 6 7 10 10

Vr (Km/h) 120 110 100 80 60 50 40 ˂40

2. Minimum slope
Minimum slope for embankment land that does not use curb, then the
slope across the road is considered sufficient to be able to flow water over
the road body which is then discharged to the road slope. For roads on
landfills with flat terrain and using curb, the recommended slope is 0.5%,
which can help drain water from the top of the road body and dump it into
the edge channel or drainage channel.
As for roada in excavated areas or roads that use curb, the recommended
minimum road slope in 0.3 – 0.5%. Slope across the road is only enough
to drain water falling on the road body, while the roads ramps are needed
to make the bottom slope of the side channel, to dispose of surface along
the road.
3. The critical length of a slope
Critical length is the maximum length of ramps that must be provided so
that the vehicle can maintain its speed such that the reduction in speed
does not exceed half of Vr. The duration of the trip is not more than one
minute. The critical length can be specified from the Table 2.19.
Table 2.19 Critical length table (Geometric road design rules for inter-city
roads, 1997)
Initial speed of Maximum slope (%)
climbing 4 5 6 7 8 9 10
80 630 460 360 270 230 230 200
60 320 210 160 120 110 90 80

38
4. Ascent lane
On lanes with high traffic volume plan, heavy vehicles will run on the
climbing lane at speeds below the planned speed. In this case
consideration should be given to making additional lanes to the left of the
lane. Placement of climbing lanes is carried out as fallows:
a. Ascent climb is intended to accommodate heavy trucks or other
vehicles which run slower than other vehicles in general, so that other
vehicles can overtake slow vehicles.
b. Lane ascent must be provided on roads that have a large slope and
traffic volume is relatively dense.
c. ADT ˃ 15000 pcu/day, and the percentage of trucks ˃ 15%.
d. The width of the climbing lane is the same as the planned lane width.
e. The climbing lane starts 30 m from the beginning of slope change with
a 45 m long and ends 50 m after the peak of the slope.

2.8.2 Vertical curve


Vertical curve must be provided at each location that has changed slope
with aim of:
1. Reducing shocks due to the changes in slope.
2. Provides stopping visibility.
Vertical curve is the curve used to make a gradual transition from a
subsequent slope.

Source: (BINA MARGA, 1997)


Figure 2.19 Vertical curve

39
Ascending slopes are marked (+) and decreasing slopes are marked (-).
Climbing or climbing provisions are reviewed from left to right. From the picture
above, the amount of deflection (y’) between the slope (tangent) and the curved
line can be calculated by the formula:
y’= ((g2 – g1)/(200L)).X2 .....................................................................(2.44)
Where:
x = horizontal distance from the PLV point to the point being reviewed
(m)
y’ = magnitude of the deviation (vertical distance) between the slope and
the curve (m)
g1,g2 = slope size (increase/decrease) (%)
Lv = vertical curve length (m)
For x = ½.Lv, then y’ = Ev is formulated as:
Ev = ((g2 – g1).Lv)/(200.L)...................................................................(2.45)
Vertical curves are divided into two types, namely:
a. Crest vertical curve
Crest vertical curve, which is the curve where the point of intersection
between the two tangents is below the road surface.

Source: (AASHTO, 2001)


Figure 2.20 Crest vertical curve

40
b. Sag vertical curve
The point of intersection between the two tangents is below the road
surface.

Source: (AASHTO, 2001)


Figure 2.21 Sag vertical curve

2.8.3 Sight distance on vertical curve


Sight distance on vertical curve can be divided into two namely visibility
on crest vertical alignment and sag vertical alignment.
1. Sight distance on sag vertical alignment
Free driver’s visibility on the highway that corsses buildings is often
blocked by the underside of the building. The minimum sag vertical
curvature is calculated based on the minimum stopping visibility by
taking the truck driver’s eye height to 1.8 m with an object height of
0.5 m (height of the rear lights of the vehicles). Minimum free vertical
space of 5 m. In planning it is recommended to take free space ±5.5 m.
To give the possibility of an additional layer (overlay) in the future. To
calculate the visibility of the sag vertical curve the following formula is
used:
Ev = (A.L)/800................................................................................(2.46)
(S/L)2 = m/Ev..................................................................................(2.47)
M = C – ((h1-h2)/2).........................................................................(2.48)

41
2. Sight distance on crest vertical alignment
In the crest vertical curve, to calculate the distance of view can use the
following formula.
S = ((100.L)/A).(2.( h1-h2)).............................................................(2.49)
Where if in the planning used the stopping sight distance according to
BINA MARGA h1 = 0.1 m and h2 = 1.2 m.

2.9 Geometric Cross Section


The primary consideration in the design of geometric corss section for
highways, runways, and taxiways drainage. Details vary depending on the type of
facility and agency.
Highway cross sections consist of traveled way, shoulders, (or parking
lanes), and drainage channels. Shoulders are intended primarily as a safety
feature. They provide for accommodation of stopped vehicles, emergency use, and
lateral support of the pavement. Shoulders may be either paved or unpaved.
Drainage channels may consist of ditches (usually grassed swales) or of paved
shoulders with berms or curbs and gutters. Figure 2.22 to 2.25 show various types
of geometric cross sections. For so-called normal crown sections (that is, no
superelevation or banking of the roadway, as in a horizontal curve) the traveled
way slopes down from the centreline or other profile grade line. Roadway cross-
slopes vary, the cross section may consist of either a parabolic section or one in
which

Source: (AASHTO, 2001)


Figure 2.22 Two-lane highway cross section, with ditches

42
Source: (AASHTO, 2001)
Figure 2.23 Two-lane highway cross section, curbed

Source: (AASHTO, 2001)


Figure 2.24 Divided highway cross section, depressed median, with ditches

Source: (AASHTO, 2001)


Figure 2.25 Divided highway cross section, raised median, curbed

each lane has a constant cross-slope, but those of the outer lanes are greater than
those of the inner lanes. For high-type roadways (such as freeways), cross-slopes
are normally 1.5 to 2.0 percent. Shoulders or parking lanes slope away from the
centreline at 2 to 6 percent. As a general rule, superelevated sections will be
constructed in a single plane (including shoulders) if the rate of the superelevation

43
exceeds the normal cross-slope of the shoulder. Where ditches are used,
foreslopes shoud normally be 1:4 or flatter to prevent damage to vehicles or injury
to occupants when traversed. These are normally on the order of 1:2 or 1:1.5
except in rock cuts, where they may sometimes be even vertical. Use of 1:3 or
flatter ditch backslopes facilities the use of motorized equipment for maintenance.
Also, composite slopes (that is, two different slopes at different distances from
roadway) are sometimes used.
Standard lane widths are normally 3.6 m, although narrower lanes are
common on older roadways, and may still be provided in cases where the standard
lane width is not economical. Shoulders or parking lanes for heavily traveled
roads are normally 2.4 to 3.6 m in width. Narrower shoulders are sometimes used
on lightly travelled roads.

2.10 Excavation and Embankment Planning


In inter-city planning, try to make excavation volume equal to the volume
of embankment. Combining horizontal alignments and vertical alignments allows
us to calculate the volume of excavations and heaps.
Excavation and embankment calculation steps:
a. Set the stationing determination so that the horizontal length of the
path from the horizontal alignment (trase) is obtained.
b. Draw a longitudinal profile (vertical alignment) to show the difference
in the original ground level with the height of the pavement to be
planned.
c. Draw a transverse profile at each stationing point so that the cross-
section area of the excavation and embankment can be obtained.
d. Calculate the excavation volume and heap by multiplying the average
cross-sectional area of the excavation or heap with the distance
between the stakes.

44
CHAPTER III
RESEARCH METHODS

3.1 Introduction
Planning a new geometric design of roads in defective areas is one of the
most significant ways to impact traffic movement and motorit accessibility. In
addition, there are guidelines for geometric highway design supplying operation
efficiency, comfort, safety and convenience for users to perform their mobility
properly.

3.2 Research location


The location of the study is situated in Balibar, which is on the outkirts of
the capital city of East Timor, Dili, and connected to Laulara, Aileu district.

Source: Google Earth


Figure 3.1 Research location of the Dili – Aileu road

As a route that accommodate vehicles to travel to such districts, this type


of highway itself ends up as an arterial road providing a high-speed, high-volume
network for travel between major points in both rural and urban areas. The design
of the arterial covers a broad range of roadways, from two-lane to multilane, and
is the most difficult class of roadway design because of the need to provide safe
and efficient operations.

45
3.3 Research methods
The research for this thesis will require the complete and appropriate data
(predominant data) which is going to be collected directly in the field. After
surveying for data in the field, this study will aslo need secondary data to support
its objectives.
3.3.1 Primary data
Required procedures for the research to collect the primary data in the
field in Balibar-Laulara, Dili-Aileu, East Timor, demand the surveying
instruments and its other apparatuses, such as Total Station, prism, prism stick,
back sight prism, GPS, meter, mobile topographer and tripods. The equipment for
collecting data is shown below:

a. Total Station b. Tripod c. Prism d. Metre

e. Prism Stick and Tripod f. Mobile Phone g. GPS


Source: Google
Figure 3.2 Surveying instrument and its equipments

3.3.2 Secondary data


After finishing collecting data in the field, the research subsequently
expects the secondary data as guidelines (references) that have already been set
for the planning of a new geometric road design.

46
3.4 Flowchart

Begin

Literature Review

Gathering Data

Primary Data
- Set several
BM
- Surveying

Geometric Analysis
- Analyzing the
terrain type
- Calculation

Design
- Horizontal
Alignment
- Profile
- Vertical
Alngment
- Cross-Section
- Volume of
Cutting and
Filling

End

Figure 3.3 Research Flowchart

47
3.5 Thesis time planning

3.1 Table of the thesis time planning


2019

No Description August September October

I II III IV I II III IV I II III IV


Topic
1 discussion
Re-examining
2 the proposal

3 Proposal exam
Propasal
4 revision
Monography
5 result
Re-examining
6 the monography
result
Monography
7 final
Monography
8 revision
Monography
9 submission

Note:
Green colour: Action of working on the monography.

48
CHAPTER IV
RESULTS AND DATA ANALYSIS

4.1 Location of the Case Study


The location of the case study chosen in southwest of East Timor, Balibar
– Laulara, Dili – Aileu. The total lenght of the case study is 6000 m (6 km), which
the start point of the road locates in Balibar village and encompasses part of the
Dili district, and the end point is situated in a Laulara village that takes place in
Aileu district. In this case, the road is called Dili – Aileu road due to the highway
connection to the aforementioned districts.

Figure 4.1 Research location of the Dili – Aileu road


Source: Google Earth

4.2 Shape of Redesigning the Existing Alignment of the Dili – Aileu Road
The existing 6 km alignment of the Dili –Aileu road actually have had
more than a 110 curves, that the condition does not really supply comfort for the
users travelling through the street. And in fact, the existing alignment also doesn’t
adhere the guideline requirement which means, the aformentioned highway
couldn’t service all motorist with convenience, efficiency and safety. Based on the
BINA MARGA, 1997, the distance before getting in to other curve mustn’t be
lesser than 25 m. But on the other hand, there many curves that are too close to
one another. In consequences, the redesign of the research will have eliminated
lots of the existing curves and provided 37 points of intersections for the Dili –
Aileu road.

49
Information:
Black line: Existing alignment
Red line: Proposed alignment

Figure 4.2 The demonstration of the existing alignment of Dili – Aileu road

In this part also would expectedly like to illustrate the shape of planning
new geometric road design which means, going to be reducing many curves of the
existing road in Balibar – Laulara, Dili – Aileu, East Timor. Then it will have
been projected a new alignment that only has 37 curves by using the AutoCAD
Civil 3D and Microsoft Office Excel software.
Obviously, with the concept itself will definitely resolve the
aforementioned cases appropriately which have revealed in Chapter I. It
absolutely services all motorists and users conveniently and provides a good
conditions as comfort, safety, efficiency and convenience.

Figure 4.3 Shape of redesigning the existing alignment

50
4.3 Topography Data
Location topography data has already become main aspect for geometric
design of highway. For this replanning of the existing alignment of the Dili –Aileu
road, it really utilizes the surveying and mapping instrument, such as Total Station
and its other necessary apparatus and mobile topographer as well, so that could
build contour through collecting coordinate points in a road zone .
Table 4.1 Topography data
Point Easting (m) Northing (m) Elevation (m) Distance (m)
PIA 784933 9048373 683.56 -
PI1 784937.76 9048304.641 664.375 68.525
PI2 785033.064 9048390.062 653.212 127.983
PI3 785239.9187 9048452.492 687.354 216.070
PI4 785331.73 9048266.638 703.591 207.545
PI5 785456.684 9048202.267 696.101 140.431
PI6 785534.543 9048255.314 694.51 94.928
PI7 785564.11 9048192.615 716.091 69.321
PI8 785659 9048249 706.022 110.378
PI9 785738 9048229 715.161 81.492
PI10 785829 9048275 706.11 101.966
PI11 785993 9048397 720.212 204.402
PI12 786153.946 9048489.999 724.591 185.883
PI13 786393 9048360 720.136 272.114
PI14 786450.359 9048369.408 114.910 58.126
PI15 786499 9048271 722.160 109.773
PI16 786698 9048190 725.161 214.85
PI17 786803 9048052 718.889 173.404
PI18 786885 9047950 708.081 130.874
PI19 786919 9047805 726.009 148.933
PI20 787057 9047542 749.50 297.007
PI21 786988 9047450 765.161 115.000
PI22 787095 9047391 781.561 122.188
PI23 787056.49 9047301.13 805.01 97.773
PI24 787164 9047281 813.131 109.378
PI25 787269 9047176 825.712 148.492
PI26 787077 9047167 845.617 192.211
PI27 786932 9047350 824.501 233.482
PI28 786844.82 9047308.8 832.018 96.425
PI29 787109 9047022 871.3 389.930
PI30 787192 9047031 866.314 83.487
PI31 787238.392 9046951.314 879.513 92.208

51
PI32 787385.382 9047036.791 867.913 170.036
PI33 787669.643 9047036.398 885.032 284.261
PI34 787742.457 9047103.186 884.352 98.805
PI35 787875.627 9047093.428 907.005 133.527
PI36 787962.52 9047079.85 927.817 87.947
PI37 788065.13 9047191.39 919.598 151.559
PIB 788139 9047160 933.145 80.263
Total length of the Dili – Aileu road 5700.982

The total length of the Dili – Aileu road planning only has 37 points of
intersections (PI). These 39 coordinates points represent point of intersection of
horizontal alignment and also will be produced 37 curves within the total lenght
of the road (6 km). Indeed, the existing alignment of the Dili – Aileu road has
many curves which is more than 60 curves and causes motorists travel time.
The importance of the topography data is to make contour that
demonstrate the elevation of road area surface. Surface elevation is very necessary
to have in order to be able to display the total amount of cut and fill volumes in
road construction.

Figure 4.4 Contour of topography data

4.4 Determination of Terrain Classification


After having contour of the location, we should termine the terrain
classification of the road itself, so that could enable the designer to plan a new
road in accordance with the geometric desgin parameter that would be brought
convenience, efficiency, safaty and comfort. To determining the terrain
classification, it absolutely requires also linear interpolation to classify the

52
elevation of both side position at per chosen station. The forms to specify terrain
type are shown below:
right
left

Figure 4.5 Illustration of the determining the terrain classification method


Note:
Red line ( - ): Propose alignment
Blue line ( - ): Road area (17.6 m )
Violet ( - ): Azimuth
Brown ( - ): Contour
Black ( - ): Elevation
After determining the road area, then it’s able to classify the terrain type of
the Dili – Aileu road through identifying the elevation of both sides of the road
area by using the linear interpolation system. In the parameter of geometric street
design, to define the terrain type, the designer must find the percentage slope at
each determine station before having the average percentage and the distance
between each station that the researcher has decided is 50 m. The terrain
classification analysis at first station is shown below:
a. Linear interpolation
According to the shown figure above, the side left elvation of road area is
682 m, and the right side value of road area is still unkown. So, using the
interpolation system to determine as follow.
Ele.(m)
684
x=?
683

4.375 m 1.254 m

53
ℎ𝑖𝑖𝑖𝑖ℎ 𝐸𝐸𝐸𝐸𝐸𝐸 . − 𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙 . 𝑥𝑥
𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷 .ℎ𝑖𝑖𝑖𝑖ℎ𝐸𝐸𝐸𝐸𝐸𝐸 . 𝑡𝑡𝑡𝑡 𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙 .
= 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷
....................................................(4.1)
684 − 683 𝑥𝑥
5.629
= 4.375
x = 0.77 m
Side right elevation = 684 – 0.77 = 683.22 m
When the interpolation analysis has done, just notice the right side of road
area is between two different elevation such 684 and 683. Then the x value is
known, the right side elevation could classify as highEle. minus x.
b. Terrain slope
( 𝑟𝑟𝑟𝑟𝑟𝑟 ℎ𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡 .−𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙 .)
Maximum slope = 𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅 𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎
.100% ........................................(4.2)
( 683.22 −682)
= 17.6
.100%

= 6.93 %
The slope value of the first station of road area is done, then do the rest as
the available example. However, in this research, the writer will just recapitulate
the slope value of other station in table. If all slope value at every station has
determined, then use the following formula to set the average slope value.
𝑠𝑠𝑠𝑠𝑠𝑠 𝑡𝑡ℎ𝑒𝑒 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑣𝑣𝑣𝑣𝑣𝑣𝑣𝑣𝑣𝑣
Terrain slope = 𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑜𝑜𝑜𝑜 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎
.100%...............................(4.3)

Table 4.2 Dili – Aileu road terrain classification


Terrain classification (%)
No Right Left % No Right Left %
1 683.22 682 6.93 62 779.87 781.87 12.07
2 691.21 690.54 4.02 63 779.57 781.64 12.46
3 683.34 684.97 9.86 64 788.96 789.23 1.67
4 671.21 674.78 21.2 65 789.79 790.76 5.90
5 661.82 666.78 29.75 66 802.58 801.78 4.78
6 667.64 669.45 10.9 67 799.23 800.28 6.31
7 669.45 668.27 7.15 68 810.36 811.37 6.12
8 660.32 663.56 19.5 69 818.87 819.78 5.45
9 669.78 681.87 26.5 70 823.28 822.26 6.102
10 684.68 688.89 12.21 71 827.27 828.56 7.74
11 687.75 683.78 14.45 72 828.27 826.97 7.86
12 684.64 688.89 25.3 73 827.22 828.88 10.05
13 687.75 683.78 23.9 74 829.78 830.36 3.49
14 689.9 691.53 9.8 75 834.85 837.52 16.10
15 697.78 695.87 11.46 76 825.57 828.63 18.41

54
16 694.86 696.78 11.55 77 820.74 823.54 16.90
17 695.36 695.96 3.56 78 820.68 823.66 18
18 711.75 717.74 36.13 79 821.54 823.89 14.15
19 707.79 710.87 18.55 80 823.75 824.68 5.60
20 705.84 708.74 17.46 81 828.68 829.46 4.66
21 712.53 716.76 25.39 82 829.78 830.27 2.95
22 716.74 723.78 42.37 83 836.87 838.75 11.29
23 720.45 724.67 25.42 84 843.64 841.68 11.83
24 721.84 724.67 17.06 85 844.28 845.47 7.12
25 723.95 725.87 11.59 86 850.43 851.38 5.66
26 725.52 725.46 0.36 87 810.71 811.85 6.96
27 723.78 724.98 7.25 88 866.24 867.87 9.80
28 720.84 722.98 12.9 89 867.34 868.87 9.21
29 721.57 719.95 9.81 90 870.24 872.26 12.15
30 719.84 718.36 8.89 91 867.3 865.68 9.75
31 717.78 718.28 3.03 92 865.96 867.87 11.51
32 715.78 715.27 3.05 93 875.34 874.37 5.84
33 718.28 717.18 6.63 94 878.48 878.87 2.34
34 722.17 721.28 5.36 95 875.48 874.98 3.01
35 721.28 722.87 9.56 96 871.38 872.97 9.67
36 722.28 721.28 6.01 97 864.78 866.78 12.10
37 723.97 721.28 16.17 98 866.87 867.97 2.95
38 724.78 725.89 6.66 99 868.64 870.43 11.29
39 720.92 721.85 5.56 100 870.86 872.21 11.83
40 717 718.17 7.04 101 873.98 874.93 7.12
41 711.17 712.98 10.9 102 876.98 877.24 5.66
42 709.28 708.87 2.51 103 871.53 872.98 3.69
43 707.37 708.28 5.49 104 885.35 886.36 2.41
44 710.17 709.29 5.28 105 884.74 866.34 3.56
45 709.22 710.12 5.36 106 885.23 866.98 36.13
46 710.27 711.81 9.29 107 897.77 895.26 18.55
47 721.19 722.98 10.75 108 903.35 905.56 6.63
48 723.97 723.18 4.79 109 909.45 911.64 10.78
49 723.47 724.22 4.46 110 919.23 921.53 8.12
50 752.29 726.26 5.80 111 926.98 930.13 5.73
51 728.29 729.82 9.21 112 923.31 926.22 1.55
52 734.38 736.28 11.44 113 917.33 920.65 8.71
53 742.28 742.98 4.21 114 910.45 911.64 6.11
54 749.78 750.39 3.69 115 810.71 811.85 9.234
55 754.49 754.09 2.41 116 866.24 867.87 7.34
56 755.87 754.87 6.03 117 884.74 866.34 2.12
57 757.38 758.87 8.96 118 885.23 866.98 2.4

55
58 760.37 762.39 12.17 119 903.35 905.56 2.41
59 762.29 764.39 12.63 120 909.45 911.64 3.56
60 765.38 764.38 6.03 121 917.33 920.65 36.13
61 773.37 772.27 6.61 122 910.45 911.64 18.55
AVERAGE 14.66 %

According to the Bina Marga table, performs, if maximun slope of the


terrain classification is greater than 3%, it means that the terrain classification of
Dili –Aileu road in Rolling terrain.
In addition, Dili – Aileu road services provide access to users or motorists
to go to other district in East Timor and transmit huge amount of vehicles,
therefore the functional classification of Dili – Aileu road is an arterial road. The
maximum design speed for rolling arterial roads is 60 km/h – 80 km/h. However,
this plan just utilizes low speed such as 20 km/h – 40km/h in order to set
convenience and safety.

4.5 Horizontal Alignment Analysis of Dili – Aileu Road


The analysis of horizontal curve could be able to commence after
collecting the primary data in the field which becomes the topography data. When
the primary data is available, the rest of planning a new road design can be made
by using the references of geometric design, so that could supply better results for
people.
Data:
Terrain classification = Rolling
Functional classification = Arterial
Average daily traffic (ADT) = ˂ 3,000
Design speed = 20 km/h
Pavement width = 2 x 3.5 m
Shoulder width = 1.5 m
Maximum superelevation (em) = 12
Normal pavement cross-slope = 2 %

56
• Calculation of Rmin
AASHTO, 2001 provides a formula for the minimum radius,
fmax = 0.192 – 0.00065 x Vr
= 0.192 – 0.00065 (20)
= 0.179
𝑉𝑉𝑉𝑉2
Rmin = 127 (emax +fmax )
(20 𝑥𝑥 20)
=127 (0.12+0.179)
= 10.53 m, for the curve of PI1, the radius that has been designed for
must be at least greater than the Rmin, which is 11 m.
181913 .53 (𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒 +𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 )
Dmax = v2
181913 .53 ( 0.12 + 0.179)
= ( 20 x 20)
= 135.98 ̊
• Commencing analysis the curves
1. Point of intersection 1 (PI1)
note:
Vr = 20 km/h
Δ1 = 127.9
PIA – PI1 = 68.525 m
PI1 – PI2 = 127.98 m
Due to the number of Rmin is 10.53, then the radius of the PI4 is decided
to choose 11 m.

a. Determine the superelevation design:


1432 .39
Dd = R
1432 .39
= 11
= 130.22°
−𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒 𝑥𝑥 𝐷𝐷𝐷𝐷2 2 𝑥𝑥 𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒 𝑥𝑥 𝐷𝐷𝐷𝐷
ed = Dmax 2
+ Dmax
−0.12 𝑥𝑥 (130.22)2 2 𝑥𝑥 0.12 𝑥𝑥 130.22
= (135.98 x 135.98)
+ 135.98
= 0.119 %
b. Long spiral analysis
Based on maximum travel time (3 seconds) to cross the in intermediate curve,
then the length of the curve:
Ls = ( Vr/3.6 ) x T
= ( 20/3.6 ) x 3 = 16.66 m
Based on anticipation of centrifugal force:
Ls = 0.022 (Vr3/R . C) – 2.727 (Vr. e/C)

57
= 0.022 (203/11 . 0.4) – 2.727 (20. 0.119/0.4) = 23.66 m
Based on the degree of slope change:
Ls = (emax – en) x (Vr/3.6 . re)
= (0.12 – 0.02) x (20/3.6 . 0.035)
= 15.87 m
After completing analysing the Ls, it’s necessary to take the longest spiral, Ls =
23.66 m.
c. Determination of horizontal curvatur type
Ꝋs = ( 90.Ls)/(𝞹𝞹R)
= ( 90 x 23.66)/(3.14 x 11)
= 61.66°
Δc = Δ – 2.Ꝋs
= 127.9 – (2 x 61.66)
= 4.54°
Lc = (Δc/360) x 2𝞹𝞹R
= (4.54/360) x (2 x 3.14 x 11)
= 0.87 m
Lc ˂ 25, with speed (Vr = 20 km/h) then meet Spiral – Spiral curve (S-S)
requirements.
If the Lc ˃ 25, then the curve should be Spiral – Circle – Spiral type (S-C-S)
d. Component of Spiral – Spiral curve (S-S)
Lc = 0
Ꝋs = 1/2Δ
= ½ . (127.9)
= 63.94°
Ls = (Ꝋs x 𝞹𝞹 x R)/90
= (63.94 x 3.14 x 11)/90
= 24.55 m
Calculate the values of p and k using the Bina Marga Ls table.
From Ls = 1 table, and Ꝋs = 63.94° is taken:
p* = 0.065 m
k* = 0.49 m
So:
P = Ls x p*
= 24.55 x 0.065
= 1.59
K = Ls x k*
= 24.55 x 0.49
= 12.03

58
Calculate the values of Ts, Es and L
Ts = ( R + p )tgΔ/2 + K
= ( 11 + 1.59 )tg127.9/2 + 12.03
= 37.79 m
Es = (( R + P )/(cosΔ/2)) – R
= (( 11 + 1.59 )/(cos127.9/2)) – 11
= 17.67 m
L = Lc + 2Ls
= 0 + (2 x 24.55) = 49.104 m
Set Sta. TS, SC / CS and ST
Sta. TS = PIA – PI1 - TS
= 68.52 – 37.79
= 30.73 m
Sta. SC/CS = Sta. TS + Ls
= 30.73 + 24.55
= 55.28 m
Sta. ST = Sta. SC/CS + Ls
=55.28 + 24.55 = 79.83 m
Pavement widening at the bends
note: It’s necessary to collet the dimensions of the vehicle and total lanes of the
road.
n=2
c = 1.5 m
b = 2.59 m
p = 21.34 m
A = 0.71 m
Formula used:
B = n (b’ + c ) + ( n + 1 ) Td + Z
Calculation:
b’’ = R – ( √R2 − �p2 )
= 11 – ( √112 – √21.342 )
=0m
b’ = b + b’’
= 2.59 + 0
= 2.59
Td = √(R2 + (A(2p + A))) – R
= √(112 + (0.71(2 x 21.34 + 0.71))) – 11
= 1.32
Z = (0.105 x V)/(√R)
= (0.105 x 20)/(√11) = 0.63 m

59
B = n (b’ + c ) + ( n + 1 ) Td + Z
= 2 (2.59 + 1.5 ) + ( 2 + 1 ) 1.32 + 0.63 = 12.77 m
Total widening on PI1 = B – Pavement width
= 12.77 – 7 = 5.77 m

Determine the stopping sight distance


note:
g = 9.8 m/s2
f = 0.35 – 0.55
T = 2.5 second
Jh = T(V/3.6) + (V/3.6)2 x (1/(2gf))
= 2.5(20/3.6) + (20/3.6)2 x (1/(2 x 9.8 x 0.4))
= 17.82 m

Determine the passing sight distance


T1 = 2.12 + 0.026 x V
= 2.12 + 0.026 x 20
= 2.64 second
T2 = 6.56 + 0.048 x V
= 6.56 + 0.048 x 20
= 7.52 second
A = 2.052 + 0.0036 x V
= 2.052 + 0.0036 x 20
= 2.12 km/h/s
d1 = 0.278T1 (V – m + (a x T1)/2)
= 0.278 x 2.64 (20 – 10 + (2.12 x 2.64)/2)
= 9.396 m
d2 = 0.278 x V x T2
= 0.278 x 20 x 7.52
= 41.81 m
d3 = between 30 – 100 m, taken = 30
d4 = 2/3d2
= 2/3 x 41.81
= 27.87 m
Jd = d1 + d2 + d3 + d4
= 9.396 + 41.81 + 30 + 27.87
= 109.08 m
Calculation of the side freedom on curve
note:
W = 2 x 3.5 = 7 m
Road area = 17.6 m

60
Supervision width = 35.2 m
Eₒ = 0.5(supervision width – pavement width)
= 0.5( 35.2 – 7 ) = 14.1 m
R’ = R – (0.5 x W)
= 11 – ( 0.5 x 7 ) = 7.5 m
Based on stopping sight distance (Jh)
Jh ˃ L: E = R’( 1 – cos((28.65 x Jh)/(R’))) + ((Jh – L)/2) x sin((28.65 x Jh)/(R’)))
Jh ˂ L: E = R’( 1 – cos((90 x Jh)/( 𝞹𝞹 x R )))
E = 7.5( 1 – cos((90 x 17.82)/( 3.14 x 11 )))
= 2.33 m
Based on passing sight distance (Jd)
Jd ˃ L: E = R’( 1 – cos((18.65 x Jd)/(R’))) + ((Jd – L)/2) x sin((28.65 x Jd)/(R’)))
= 7.5( 1 – cos((18.65 x 109.08)/(7.5))) + ((109.08 – 49.10)/2) x sin((28.65 x
109.08)/(7.5))) = 28.44 m

Observation:
- Stopping side freedom = 2.33 m
- Passing side freedom = 28.44 m
- Side freedom based on stopping sight distance 2.33 m ˂ 14.1 m, so it’s secure.
- Side freedom based on passing sight distance 28.44 m ˃ 14.1 m so before
entering the curve PI1 , needs to be installed signs of prohibited pass.

2. Point of intersection 3 (PI3)


Note:
Vr = 30 km/h
Δ3 = 81
PI2 – PI3 = 216.07 m
PI3 – PI4 = 207.54 m
a. Calculation of Rmin
AASHTO, 2001 provides a formula for the minimum radius,
fmax = 0.192 – 0.00065 x Vr
= 0.192 – 0.00065 (30)
= 0.172
𝑉𝑉𝑉𝑉2
Rmin = 127 (emax +fmax )
(30 𝑥𝑥 30)
=127 (0.12+0.172)
= 24.22 m, for the curve of PI1, the radius that has been designed for
must be at least greater than the Rmin, which is 80 m.

61
181913 .53 (𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒 +𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 )
Dmax = v2
181913 .53 ( 0.12 + 0.172)
= ( 30 x 30)
= 59.12 ̊
b. Determine the superelevation design:
1432 .39
Dd = R
1432 .39
= 80
= 17.9°
−𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒 𝑥𝑥 𝐷𝐷𝐷𝐷2 2 𝑥𝑥 𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒 𝑥𝑥 𝐷𝐷𝐷𝐷
ed = Dmax 2
+ Dmax
−0.12 𝑥𝑥 (17.9)2 2 𝑥𝑥 0.12 𝑥𝑥 17.9
= (59.12 x 59.12)
+ 59.12
= 0.061 %
c. Long spiral analysis
Based on maximum travel time (3 seconds) to cross the in intermediate curve,
then the length of the curve:
Ls = ( Vr/3.6 ) x T
= ( 30/3.6 ) x 3 = 25 m
Based on anticipation of centrifugal force:
Ls = 0.022 (Vr3/R . C) – 2.727 (Vr. e/C)
= 0.022 (303/80 . 0.4) – 2.727 (30. 0.061/0.4) = 5.94 m
Based on the degree of slope change:
Ls = (emax – en) x (Vr/3.6 . re)
= (0.12 – 0.02) x (30/3.6 . 0.035)
= 23.80 m
After completing analysing the Ls, it’s necessary to take the longest spiral, Ls =
23.80 m.
c. Determination of horizontal curvatur type
Ꝋs = ( 90.Ls)/(𝞹𝞹R)
= ( 90 x 23.80)/(3.14 x 80)
= 8.95°
Δc = Δ – 2.Ꝋs
= 81 – (2 x 8.95)
= 62.84°
Lc = (Δc/360) x 2𝞹𝞹R
= (62.84/360) x (2 x 3.14 x 80)
= 87.70 m
Lc ˂ 25, with speed (Vr = 30 km/h) then meet Spiral – Spiral curve (S-S)
requirements.

62
If the Lc ˃ 25, then the curve should be Spiral – Circle – Spiral type (S-C-S). In
this case, Point of intersection 3 meets curve of S-C-S.
d. Component of Spiral – Circle – Spiral curve
Calculate the values of p, k, x and y:
p = ((Ls2)/(6.R)) – (R.(1 - cosꝊs))
= ((23.802)/(6 x 80)) – (80.(1 – cos8.95))
= 0.326 m
k = Ls – ((Ls2)/(40.R2)) – R . sinꝊs
= 23.80 – ((23.802)/(40 x 802)) – 80 . sin8.95
= 12.54 m
x = Ls ( 1 – ((Ls2)/(40 x R2)))
= 23.80 ( 1 – ((23.802)/(40 x 802)))
= 24.94 m
y = ((Ls2)/(6.R))
= ((23.802)/(6 x 80))
= 1.3 m
Calculate the values of Ts, Es and L
Ts = ( R + p )tgΔ/2 + K
= ( 80 + 0.326 )tg81/2 + 12.54
= 80.86 m
Es = (( R + P )/(cosΔ/2)) – R
= (( 80 + 0.326 )/(cos81/2)) – 80
= 25.45 m
L = Lc + 2Ls
= 87.70 + (2 x 25) = 137.71 m
Set Sta. TS, SC / CS and ST
Sta. TS = PI2 – PI3 - TS
= 216.07 – 80.86
= 135.21 m
Sta. SC = Sta. TS + Ls
= 135.21 + 25
= 141.157 m
Sta. CS = Sta. SC + Ls
= 141.157 + 25
= 228.86 m
Sta. ST = Sta. CS + Ls
=228.86 + 25 = 234.814 m
Pavement widening at the bends
note: It’s necessary to collet the dimensions of the vehicle and total lanes of the
road.

63
n=2
c = 1.5 m
b = 2.59 m
p = 21.34 m
A = 0.71 m
Formula used:
B = n (b’ + c ) + ( n + 1 ) Td + Z
Calculation:
b’’ = R – ( √R2 − �p2 )
= 80 – ( √802 – √21.342 )
= 2.89 m
b’ = b + b’’
= 2.59 + 2.89
= 5.48 m
Td = √(R2 + (A(2p + A))) – R
= √(802 + (0.71(2 x 21.34 + 0.71))) – 80
= 0.192 m
Z = (0.105 x V)/(√R)
= (0.105 x 30)/(√80) = 0.352 m
B = n (b’ + c ) + ( n + 1 ) Td + Z
= 2 (5.48 + 1.5 ) + ( 2 + 1 ) 0.192 + 0.352
= 14.90 m
Total widening on PI3 = B – Pavement width
= 14.90 – 7 = 7.9 m
Determine the stopping sight distance
note:
g = 9.8 m/s2
f = 0.35 – 0.55
T = 2.5 second
Jh = T(V/3.6) + (V/3.6)2 x (1/(2gf))
= 2.5(30/3.6) + (30/3.6)2 x (1/(2 x 9.8 x 0.4))
= 29.69 m
Determine the passing sight distance
T1 = 2.12 + 0.026 x V
= 2.12 + 0.026 x 30
= 2.9 second
T2 = 6.56 + 0.048 x V
= 6.56 + 0.048 x 30
= 8 second

64
A = 2.052 + 0.0036 x V
= 2.052 + 0.0036 x 30
= 2.16 km/h/s
d1 = 0.278T1 (V – m + (a x T1)/2)
= 0.278 x 2.9 (30 – 10 + (2.16 x 2.9)/2)
= 18.65 m
d2 = 0.278 x V x T2
= 0.278 x 30 x 7.8
= 66.72 m
d3 = between 30 – 100 m, taken = 30
d4 = 2/3d2
= 2/3 x 66.72
= 44.48 m
Jd = d1 + d2 + d3 + d4
= 18.65 + 66.72 + 30 + 44.48
= 159.85 m
Calculation of the side freedom on curve
note:
W = 2 x 3.5 = 7 m
Road area = 17.6 m
Supervision width = 35.2 m
Eₒ = 0.5(supervision width – pavement width)
= 0.5( 35.2 – 7 ) = 14.1 m
R’ = R – (0.5 x W)
= 80 – ( 0.5 x 7 ) = 76.5 m
Based on stopping sight distance (Jh)
Jh ˃ L: E = R’( 1 – cos((28.65 x Jh)/(R’))) + ((Jh – L)/2) x sin((28.65 x Jh)/(R’)))
Jh ˂ L: E = R’( 1 – cos((90 x Jh)/( 𝞹𝞹 x R )))
E = 76.5( 1 – cos((90 x 29.69)/( 3.14 x 80 )))
= 1.314 m
Based on passing sight distance (Jd)
Jd ˃ L: E = R’( 1 – cos((18.65 x Jd)/(R’))) + ((Jd – L)/2) x sin((28.65 x Jd)/(R’)))
= 76.5( 1 – cos((18.65 x 159.85)/(76.5))) + ((159.85 – 137.7)/2) x sin((28.65 x
159.85)/(76.5))) = 47.66 m

Observation:
- Stopping side freedom = 1.314 m
- Passing side freedom = 47.66 m
- Side freedom based on stopping sight distance 1.314 m ˂ 14.1 m, so it’s secure.

65
- Side freedom based on passing sight distance 47.66 m ˃ 14.1 m so before
entering the curve PI1 , needs to be installed signs of prohibited pass.
Recapitulating the calculation results of horizontal alignment

Table 4.3 Calculation results of horizontal alignment


Analysis
Curves Δ R e Ls Δc Ꝋs Lc Ꝋs Ls P K x y Ts Es L
PI1 SS 128 11 0.12 24 4.5 62 0.8 64 24 1.6 12 - - 38 17 49
PI2 SS 25.1 70 0.03 16 11 6.8 14 12 30 0.5 15 - - 31 2.3 61
PI3 SCS 81 80 0.06 25 63 9 88 - - 0.3 12 25 1.3 81 25 137
PI4 SCS 37 70 0.03 16 23 6.8 28 - - 0.2 8.3 16 0.6 32 4 62
PI5 SS 61 15 0.11 17 -2 32 -.6 31 16 0.7 7.9 - - 17 3.3 32
PI6 SS 99 15 0.11 17 35 32 9.2 49 26 1.7 13 - - 32 11 52
PI7 SS 95 11 0.12 24 -2 61 -5 47 18 1.2 9 - - 22 7 36
PI8 SS 45 25 0.12 35 -3 40 -1 22 19 0.6 9.7 - - 20 2.7 39
PI9 SS 41 30 0.11 26 -8 24 -4 20 21 0.6 11 - - 22 2.8 43
PI10 SS 9.8 50 0.08 25 -1 14 -1 6 10 0.1 5 - - 10 0.4 21
PI11 SS 6.6 40 0.1 25 -29 18 -20 3.3 4.6 .02 2 - - 4.6 0.08 9.2
PI12 SCS 59 50 0.08 25 30 14 26 - - 0.5 12 25 2.1 41 8 76
PI13 SS 38 20 0.09 17 -9 24 -3 19 13 0.4 7 - - 13 2 26
PI14 SS 73 20 0.09 17 25 24 9 36 25 1.4 12 - - 28 7 51
PI15 SS 41 35 0.06 17 14 13 9 21 25 0.8 13 - - 26 3.3 51
PI16 SS 30 45 0.09 25 -1 16 0 15 24 0.5 12 - - 12 2.2 48
PI17 SS 2 50 0.11 38 -42 22 -36 0.7 1.3 0.0 0.6 - - 1.3 0.01 2.6
PI18 SS 26 40 0.1 25 -10 18 -7 13 18 0.3 9 - - 18 1.3 35
PI19 SS 14 30 0.11 26 -34 25 -18 7.2 7.5 0.1 3.7 - - 7.5 0.3 15
PI20 SS 65 20 0.09 17 17 24 6 32 22 1 11 - - 24 5 45
PI21 SS 98 17 0.1 16 41 28 12 49 29 2 14 - - 36 12 58
PI22 SS 84 15 0.1 16 20 32 5.4 42 22 1.4 11 - - 26 7 44
PI23 SS 103 15 0.1 17 39 32 10 51 27 1.7 13 - - 34 12 54
PI24 SS 34 18 0.09 17 -18 26 -6 17 11 0.3 5.4 - - 11 1.2 22

66
PI25 SS 132 15 0.1 17 68 32 -17 66 35 2.2 17 - - 56 28 69
PI26 SS 54 13 0.11 18 -25 40 -6 27 12 0.5 6.1 - - 13 2.1 25
PI27 SS 112 15 0.11 16 48 32 12 56 29 1.9 14 - - 39 15 58
PI28 SS 90.7 20 0.09 16 42 24 15 45 32 2 15 - - 38 11 63
PI29 SS 35.3 20 0.09 17 -12 24 -4 17 12 0.3 6.1 - - 12 1.3 24
PI30 SS 66 20 0.09 17 18 24 6.3 33 23 1.2 11 - - 25 5.2 46
PI31 SS 90 20 0.09 16 42 24 15 45 31 2 15 - - 37 11 63
PI32 SS 30 25 0.08 17 -8 19 -3 15 13 0.3 6 - - 13 1.2 26
PI33 SS 43 20 0.09 16 -5 24 -2 21 15 0.5 7 - - 15 2 29
PI34 SS 47 18 0.1 16 -6 26 -2 23 15 0.5 7 - - 15 2 29
PI35 SS 4.7 20 0.09 17 -43 24 -15 2.3 1.6 0 0.8 - - 1.6 0.02 3.2
PI36 SS 56 20 0.09 17 8 24 3 28 19 0.8 9.7 - - 21 3.6 39
PI37 SS 70.4 25 0.08 17 32 19 14 35 31 2 15 - - 34 8 61

The Dili – Aileu road design eventually has possessed 37 curves of


horizontal alignment. In fact, based on the analysis itself, 37 curves of Dili –
Aileu road has got different two types of curves, which are three Spiral – Circle –
Spiral curves (3 SCS) and Thirty four Spiral – Spiral curve (34 SS).

Table 4.4 Pavement widening results in curve


Widening
Curve b’’ b' Td Z B W
addition (B – W)
PI1 0 2.59 1.32 0.63 12.7 7 5.77
PI2 0 2.59 0.21 0.25 9.09 7 2.09
PI3 2.89 5.48 0.192 0.35 14.90 7 7.9
PI4 3.33 4.8 0.219 0.251 13.57 7 6.57
PI5 0 2.59 0.99 0.54 11.7 7 4.7
PI6 0 2.59 0.99 0.54 11.7 7 4.7
PI7 0 2.59 1.32 0.63 12.7 7 5.7
PI8 5.97 14.5 0.6 0.63 13.12 7 6.12
PI9 5.38 7.9 0.34 0.62 11.32 7 4.32

67
PI10 4.78 7.3 0.3 0.4 13.66 7 6.66
PI11 2.21 4.8 0.148 0.61 13.66 7 7.66
PI12 4.78 6.28 0.3 0.44 11.9 7 6.13
PI13 0 2.59 0.75 0.46 10.9 7 3.9
PI14 0 2.59 0.75 0.46 10.9 7 3.9
PI15 0 2.59 0.43 0.35 9.84 7 2.84
PI16 0 2.59 0.34 0.46 9.67 7 2.67
PI17 0 2.59 0.307 0.59 9.69 7 2.69
PI18 0 2.59 0.38 0.49 9.82 7 2.82
PI19 0 2.59 0.509 0.57 10.2 7 3.2
PI20 0 2.59 0.75 0.46 10.91 7 3.91
PI21 0 2.59 0.8 0.5 11.33 7 4.33
PI22 0 2.59 0.99 0.54 11.7 7 4.70
PI23 0 2.59 0.99 0.54 11.7 7 4.7
PI24 0 2.59 0.83 0.49 11.18 7 4.18
PI25 0 2.59 1.99 0.54 11.7 7 4.7
PI26 0 2.59 1.13 0.58 12.16 7 5.16
PI27 0 2.59 0.99 0.542 11.7 7 4.70
PI28 0 2.59 0.75 0.46 10.91 7 3.91
PI29 0 2.59 0.75 0.46 10.91 7 3.91
PI30 0 2.59 0.75 0.46 10.91 7 3.91
PI31 0 2.59 0.75 0.46 10.91 7 3.91
PI32 3.91 4.32 0.509 0.575 12 7 5
PI33 0 2.59 0.75 0.46 10.91 7 3.91
PI34 0 2.59 0.83 0.49 11.18 7 4.18
PI35 0 2.59 0.75 0.46 10.91 7 3.91
PI36 0 2.59 0.75 0.46 10.91 7 3.91
PI37 3.97 4.56 0.608 0.63 12.58 7 5.58

68
Table 4.5 Calculation results of side freedom
Supervision Note, E˂ Eₒ safe; E˃
Curve R’ Eₒ E (Jh) E (Jd)
width Eₒ unsafe
Jh is good; Jd is poor
PI1 7.5 17.6 x 2 14.1 2.33 28.44 and needs to instal a
prohibited pass signs
Jh is good; Jd is poor
PI2 66.5 17.6 x 2 14.1 0.538 38.62 and needs to instal a
prohibited pass signs
Jh is good; Jd is poor
PI3 76.5 17.6 x 2 14.1 1.31 47.66 and needs to instal a
prohibited pass signs
Jh is good; Jd is poor
PI4 66.5 17.6 x 2 14.1 0.538 33.98 and needs to instal a
prohibited pass signs
Jh is good; Jd is poor
PI5 11.5 17.6 x 2 14.1 1.97 45.87 and needs to instal a
prohibited pass signs
Jh is good; Jd is poor
PI6 11.5 17.6 x 2 14.1 1.97 45.87 and needs to instal a
prohibited pass signs
Jh is good; Jd is poor
PI7 7.5 17.6 x 2 14.1 2.33 33.64 and needs to instal a
prohibited pass signs
Jh is good; Jd is poor
PI8 21.5 17.6 x 2 14.1 3.68 66.68 and needs to instal a
prohibited pass signs
Jh is good; Jd is poor
PI9 26.5 17.6 x 2 14.1 3.18 60.09 and needs to instal a
prohibited pass signs
Jh is good; Jd is poor
PI10 46.5 17.6 x 2 14.1 3.70 121.9 and needs to instal a
prohibited pass signs
Jh is good; Jd is poor
PI11 36.5 17.6 x 2 14.1 7.021 119 and needs to instal a
prohibited pass signs
Jh is good; Jd is poor
PI12 46.5 17.6 x 2 14.1 2.03 103.7 and needs to instal a
prohibited pass signs
Jh is good; Jd is poor
PI13 16.5 17.6 x 2 14.1 1.613 26.02 and needs to instal a
prohibited pass signs
Jh is good; Jd is poor
PI14 16.5 17.6 x 2 14.1 1.61 28.02 and needs to instal a
prohibited pass signs
Jh is good; Jd is poor
PI15 31.5 17.6 x 2 14.1 1.016 65.32 and needs to instal a
prohibited pass signs

69
Jh is good; Jd is poor
PI16 41.5 17.6 x 2 14.1 2.24 108.3 and needs to instal a
prohibited pass signs
Jh is good; Jd is poor
PI17 46.5 17.6 x 2 14.1 14.21 156.1 and needs to instal a
prohibited pass signs
Jh is good; Jd is poor
PI18 36.5 17.6 x 2 14.1 2.48 108.2 and needs to instal a
prohibited pass signs
Jh is good; Jd is poor
PI19 26.5 17.6 x 2 14.1 7.90 61.83 and needs to instal a
prohibited pass signs
Jh is good; Jd is poor
PI20 16.5 17.6 x 2 14.1 1.613 27.54 and needs to instal a
prohibited pass signs
Jh is good; Jd is poor
PI21 13.5 17.6 x 2 14.1 1.81 1.97 and needs to instal a
prohibited pass signs
Jh is good; Jd is poor
PI22 11.5 17.6 x 2 14.1 1.973 52.87 and needs to instal a
prohibited pass signs
PI23 11.5 17.6 x 2 14.1 1.97 0 Jh is good; Jd is good
PI24 14.5 17.6 x 2 14.1 1.74 0.88 Jh is good; Jd is good
PI25 11.5 17.6 x 2 14.1 1.97 0 Jh is good; Jd is good
PI26 9.5 17.6 x 2 14.1 2.14 0 Jh is good; Jd is good
PI27 11.5 17.6 x 2 14.1 1.973 0 Jh is good; Jd is good
PI28 16.5 17.6 x 2 14.1 1.61 29.03 Jh is good; Jd is good
Jh is good; Jd is poor
PI29 16.5 17.6 x 2 14.1 1.61 25.87 and needs to instal a
prohibited pass signs
PI30 16.5 17.6 x 2 14.1 1.61 27.62 Jh is good; Jd is good
PI31 16.5 17.6 x 2 14.1 1.61 28.99 Jh is good; Jd is good
Jh is good; Jd is poor
PI32 21.5 17.6 x 2 14.1 1.35 62.68 and needs to instal a
prohibited pass signs
PI33 16.5 17.6 x 2 14.1 1.613 26.29 Jh is good; Jd is good
PI34 14.5 17.6 x 2 14.1 1.743 3.13 Jh is good; Jd is good
Jh is good; Jd is poor
PI35 16.5 17.6 x 2 14.1 1.61 24.13 and needs to instal a
prohibited pass signs
Jh is good; Jd is poor
PI36 16.5 17.6 x 2 14.1 1.61 27.07 and needs to instal a
prohibited pass signs
PI37 21.5 17.6 x 2 14.1 1.35 52.7 Jh is good; Jd is good

70
4.6 Vertical Alignment Analysis of Dili – Aileu Road
The analysis of vertical alignment of the Dili – Aileu road redesigning,
will have straightaway projected on AutoCAD Civil 3D software, and the
monography writer will also operate the maximum slope of vertical alignment to
keep maintaining it below 12 %, which is based on the parameter of geometric
road design in order to create a better condition for the users.
However, it would be better to control every values of vertical alignment
results that have operated on AutoCAD Civil 3D as follows:
1. Grade calculation of vertical point of intersection 1 (VPI1)
Notice that the first vertical point of intersection of Dili – Aileu road is a
symetrcal and crest vertical curve.
Data:
BM1 Elevation = 682.766 m; BM1 Sta = 0 + 000 m
VPI1 Elevation = 685.68 m; VPI1 Sta = 0 + 070.19 m
VPI2 Elevation = 665.41 m: VPI2 Sta = 0 + 229.83 m
Horizontal length of vertical curve (L) = 133.36 m
a. Grade determination
Grade/g1 = ((VPI1 Ele. - BM1 Ele.)/( VPI1 Sta - BM1 Sta)) x 100 %
= ((685.68 – 682.766)/( 70.19 - 0)) x 100 %
= 4.15 %
Grade/g2 = ((VPI2 Ele. – VPI1 Ele.)/( VPI2 Sta - VPI1 Sta)) x 100 %
= ((665.41 – 685.68)/( 229.83 – 70.19)) x 100 %
= - 12.7 %
b. Finding the elevations of vertical point of curvature (VPC) and vertical
point of tangency (VPT)

71
VPC Ele. = VPI Ele. – ((g1/100) x (L/2))
= 685.68 – ((4.15/100) x (133.36/2))
= 682.91 m
VPT Ele. = VPI Ele. – ((g2/100) x (L/2))
= 685.68 – (((-12.7)/100) x (133.36/2))
= 677.21 m
c. For the elevation of point x (x = L/2) on a vertical curve:
where:
Left of VPI (x1 measured from VPC):
Tan Ele. = VPC Ele. + (g1/100)x1
= 685.68 + (4.15/100) x 66.68
= 685.68 m
y1 = x12(g2 – g1/200L)
= 66.682((-12.7) – 4.15/200 x 133.36)
= -2.809 m
Right of VPI (x2 measured from VPT):
Tan Ele. = VPT Ele. - (g2/100)x2
= 677.21 - ((-12.7)/100) x 66.68
= 685.68 m
y2 = x22(g2 – g1/200L)
= 66.682((-12.7) – 4.15/200 x 133.36)
= -2.809 m
Or at the VPI:
y = E and x = L/2
It also can be calulated by using the following formulas for the symetrical
vertical curve, in order to shorten analysis.
Tan Ele. = VPC Ele. + (g1/100)x1
or Tan Ele. = VPT Ele. - (g2/100)x2
E = (L(g2 – g1))/800
To determine VPC and VPT stationing:

72
VPC Sta. = VPI Sta. - 1/2L
= 70.19 – (1 /2) x 133.36
= 3.51 m (0 + 003.51 m )
VPT Sta. = VPI Sta. + 1/2L
= 70.19 + (1 /2) x 133.36
= 136.87 m (0 + 136.87 m)
The data of the first vertical curve (VPI1) has different elevation at each
point and the external distance (E) value, which is the vertical distance (offset)
between the VPI and the roadway surface along the vertical is -2.809 m.
Recapitulating the calculation results of vertical alignment.

Table 4.6 Calculation results of vertical alignment


VPC VPI VPT
Curve g1 g2 E L
Ele. Sta. Ele. Sta. Ele. Sta.
1 4.15 -12.7 -2.81 133.36 682.91 3.51 685.68 70.19 677.21 136.87
2 -12.7 -1.81 2.3 150 674.93 154.83 665.41 229.83 664.05 304.83
3 -1.81 11.16 2.43 150 663.35 343.44 662.00 418.44 670.37 493.44
4 11.16 6.71 -0.83 150 688.4 654.99 696.76 729.99 701.8 804.99
5 6.71 5.74 -0.18 150 706.71 878.17 711.74 953.17 716.04 1028.17
6 5.74 -3.66 -1.76 150 722.19 1135.32 726.49 1210.32 723.75 1285.32
7 -3.66 4.39 1.51 150 717.09 1467.09 714.35 1542.84 717.64 1617.5
8 4.39 -6.65 -2.07 150 723.41 1748.9 726.71 1823.9 721.72 1898.9
9 -6.65 7.22 2.59 150 710.99 2060.37 706.00 2135.37 711.42 2210.37
10 7.22 11.91 0.87 150 757.32 2845.84 762.74 2920.8 771.67 2995.84
11 11.91 -12.1 -4.49 150 834.61 3524.23 843.54 3599.23 834.49 3647.23
12 -12.1 -3.08 1.17 104.56 834.16 3676.98 827.85 3729.26 826.24 3781.54
13 -3.08 12.77 2.97 150 825.99 3789.61 823.68 3864.61 833.26 3939.61
14 12.77 5.57 -1.35 150 854.42 4105.24 864 4180.24 868.18 4255.24
15 5.57 -5.01 -1.98 150 868.21 4255.87 872.39 4330.87 868.63 4405.87
16 -5.01 10.2 1.35 71.06 868.53 4407.74 866.75 4443.27 870.38 4478.8
17 10.2 -8.98 -3.32 138.59 870.75 4482.45 877.82 4551.74 871.6 4621.03
18 -8.98 5.23 2.16 121.99 871.31 4624.24 865.83 4685.24 869.02 4746.24
19 5.23 12.55 1.373 150 881.9 4992.54 885.82 5067.54 895.24 5142.54

73
20 12.55 -1.64 -2.66 150 916.87 5314.82 926.3 5389.82 925.05 5464.82

In this part would like to inform that all vertical curves are symetrical
vertical curve and some of them involve in distinct type of vertical curve as crest
and sag curve. The decision of putting them in their own type is in accordance
with the terrain condition. Therefore vertical curve of the Dili – Aileu road has
had 11 crest vertical curves and 9 sag vertical curves. In addition, to identify the
type of curve, just notice if the value of E is equal (–) then it’s crest vertcical
curve and if it’s (+) then it meets sag vertical curve.

74
CHAPTER V
CONCLUSION AND RECOMMENDATION

5.1 Conclusion
Dili – Aileu road has been an inconvenient infrastructure that has been
damaged for more than 5 years. The existing alignment of the Dili – Aileu road
actually doesn’t adhere to the geometric road desin parameter, that’s way there is
no comfort, convenience, efficiency and safety for the users, due to the defective
zones and all those uncomfortable curvatures which are too close to each other
According to the references, as a latest guidance to accomplish this
research, Dili – Aileu road has been determined its own class as an arterial road
and set a suitable desgin for the dimension of each road parts, such as redesigning
the alignment in both vertically and horizontally, termining ideal lanes, radius,
pavement widening, controling the maximum slope of vertical alignment
providing better superelevation and so on.
Based on the results and data analysis of the Dili – Aileu road has already
had 37 curves in horizontal alignment, which in this case has a big difference in
cutting down on the actual existing curves. There are actually two types of curve
that has been designed for the Dili – Aileu road such a 3 Spiral – Circle – Spiral
(SCS) and 34 Spiral – Spiral (SS) horizontal curve. Apart from that, in Dili –
Aileu road vertical alignment analysis has also had different two types of
symetrical curve as 11 crest vertical curves and 9 sag vertical curves.

75
5.2 Recommendation
For the revealing conclusion of this monography writing, just prefer to
convey about vital aspect such a Timorese national standard of geometric road
design should be made, so that the parameter of the highway design could become
simply understandable for future timorese civil engineers and students as well
concerning how to plan a new street design.
From the other side, these days our nation is still developing the
infrastructure around every places. So in this case, what actually have to do is
keeping focus on each specific area that is studying and must be hardly familiar
with the parameter of infrastructure design. The suggestion purpose is to improve
the experience and knowledge of civil engineering student to be compatible for
facing the development progress of the country properly.
Furthermore, according to the reality condition of terrain in our home
country, some roads infrastructure have in fact been out of the geometric road
design operation. In consequence, I’d highly prefer to recommend the Public
Works to regulate this occurance due to the unsafety and uncomfort situation for
the motorists or users.

76
BIBLIOGRAPHY
1. American Association of State Highway and Transportation Officials
(AASHTO, 2001), Green Book, A Policy on Geometric Design of Highway and
Street.
2. Ir. Hamirhan Soadang M. (2010). Highway Construction.Bandung: Eva.
3. Dedi Imanuel Pau, (October, 2018). Geometric Road Design Analysis for
Horizontal Curve by using BINA MARGA & AASHTO Method.
4. BINA MARGA Guideline, 1997, Geometric Planning Procedures for Inter-
City Roads.
5. Muhammad Fakhruriza Pradana (February, 2019), Planning an Alternative
Geometric Road Palima – Curug.
6. Eduardi Pharapi, (June, 2011), Geometric Design of Road Based on BINA
MARGA Method.
7. H.M. Soares Viegas, 2017 Geometric Road Design.
8. Sukirmas, I. S. (November, 1999). Parameter of Geometric Highway Design.
Bandung: Nova.
9. US Department of Transportation, Federal Highway Administration. Highway
Functional Classification: Concepts, Criteria, and Procedures, Washington,
D.C.:1989.
10. Santana F. (March, 2018). Realignment the National Road Tasi Tolu – Tibar
form Sta. 8 + 740 – Sta. 13 + 290.

77
ANNEX

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1
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