CEE 301 Prereq.

CEE 210

Highway Engineering

Introduction
Engr. Asif Ali
COMSATS University Islamabad, Wah Campus
Rules To Be Followed
• 80% attendance is must. Otherwise no exam.
• Come in class on time. Otherwise absent.
10 minutes relaxation in case of emergency.
• Submit assignments on time.
Negative 2 (-2) marks/day delay
After 2 days , it will not be counted.
• Quiz will not be repeated. Absent student will get zero marks.
• Cell phone should be on silent. Preferably switched off.
Should NOT attend at all.
• Office hours ( 8:30AM to 4:30 PM).
Alternately e-mail me. No phone calls.
• Calculator, student ID, and class notes are must, no exception.
Course Objectives and Outcomes
 This course introduces students with basic elements and
features of roads. It covers traffic facilities, geometric design
of highways, pavement material characterization, pavement
structural design and construction.
 After this subject students will have working knowledge and
understanding of the traffic flows, road construction, road
material characterization and pavement design methodology.
Program Learning Outcomes:
The course is designed so that students will achieve the following
PLOs:
 PLO-1: Engineering Knowledge
 PLO-2: Problem Analysis
 PLO-3: Design/Development of Solutions
 PLO-4: Investigation
Course Learning Outcomes:
Upon completion of the course student will be able to conduct the
following:
 CLO-1: Describe basics of traffic engineering, flow
parameters and shockwave in interrupted traffic flows. (C4-
PLO1).
 CLO-2: Describe channelization, management techniques
and road construction. (C4-PLO1).
 CLO-3: Analyze Traffic Signal Timings, material
characterization, Asphalt Concrete mix, Flexible pavement
thickness design problems and semester project. (C4-PLO2
& C4-PLO3)
 CLO-4: Practice on constituent materials of asphalt concrete
to determine properties and quality of asphalt mix. (C3,
PLO4)
Course Outlines
 Pavement Materials (Road bed soils, problems and remedies, Stone aggregates,
gradation and batch mixing problems, Composition, types and characterization
of bituminous materials, Bituminous binder testing, Marshall mix design)
(CLO-1).
 Pavement Structural Design (Introduction to design philosophies, Introduction to
AASHTO design method) (CLO-2).
 Geometric Design: Road in Perspective (Classification of roads, Highway
components, Typical cross sections, Important terminologies and definitions).
Elements of Road Cross-section (Pavement characteristics; Drainage
channels, curves and traffic barriers; Right of way). Introduction to Road
Alignment (Horizontal alignment, Vertical alignment). (CLO-2).
 Road Construction and Maintenance (Road Construction Plant and Equipment,
Construction of different type of roads) (CLO-1).
 Traffic Engineering: Properties of Traffic Engineering Elements(Vehicle
characteristics, Human factor and driver’s characteristics and Road characteristics),
Traffic Flows, Traffic Facilities, Traffic Safety and Management (CLO-3).
 Practical’s (Penetration test of bituminous materials. Ductility test of
bituminous materials. Softening point test of bituminous materials. Flash and
fire point of bituminous materials. Aggregate gradation test. Lab and Field CBR
Test.Compaction Test. Blending of aggregates – Mix Design. Marshall stability
and flow test – Mix Design) (CLO-4).
Text/Reference Books
 AASHTO guide for design of Pavement Structures.
 Principles of Transportation Engineering by Partha Chakroborty and Animesh
Das
 Highway Engineering by Clarkson H. Oglesby.
 Transportation Engineering by Paul H.Wright and Norman J. Ashford.
 Pavement Design and Materials by E.A.Masad
 Traffic and Highway Engineering by Nicholas J. Garber
Miscellaneous Information
Instructor: Engr. Asif Ali
Office: Faculty Block
Email: [email protected]
Google Class Room Code: h56uevx
Office Hours for Students: 8:30 AM to 4:30 PM
Points for Consideration
 Be attentive
 Do not hesitate toask questions
 Make notes of what is being taught in the
class
 Follow the rules/instructions
 Attendance will strictly observed
 Always try to be positive
Highway Engineering
Highway engineering is an engineering
discipline which involves the design,
construction and maintenance of Highway
Roads & Systems, urban streets as well as
parking facilities. Important aspects of highway
engineering include overall planning of routes,
financing, environmental impact evaluation,
and value engineering to compare alternatives.
Highway Engineering
 Areas of highway engineering:

 Materials Used for Highway Construction

 Geometric design of road facilities

 Traffic operations and control

 Traffic safety

 Maintenance of road facilities and controls

Transportation Engineering
Classification of Highways
 Depending on weather
 All weather roads
 Fair weather roads

 Depending the type of Carriageway

 Paved roads
 Unpaved roads
 Based on the TrafficVolume
 Heavy
 Medium
 Light
Urban Road Classification
 ARTERIAL ROADS
 SUB ARTERIAL
 COLLECTOR
 LOCAL STREET
 CUL-DE-SAC
 DRIVEWAY
ARTERIAL
 No frontage access, no standing vehicle, very
little cross traffic.
 Design Speed : 80km/hr
 Land width : 50 – 60m
 Divided roads with full or partial parking
 Pedestrian allowed to walk only at intersection
 SUB ARTERIAL

 Bus stops but no standing vehicle.

 Less mobility than arterial.
 Sub-urban fringes : 3.5km
 Design speed : 60 km/hr
 Land width : 30 – 40 m
Collector Street
 Collects and distributes traffic from local
streets Provides access to arterial roads
 Located in residential, business and
industrial areas.
 Full access allowed.
 Parking permitted.
 Design speed : 50km/hr
 Land Width : 20-30m
Local Street
 Design Speed : 30km/hr.
 Land Width : 10 – 20m.
 Primary access to residence, business or other
abutting property
 Less volume of traffic at slow speed
 Origin and termination of trips.
 Unrestricted parking, pedestrian movements.
(with frontage access, parked vehicle, bus stops
and no waiting restrictions)
CUL–DE- SAC

 Dead End Street with only one entry access

for entry and exit.

 Recommended in Residential areas only

Driveway

 A driveway is a type of private road for local

access to one or small group of structures

,and is owned and maintained by an
individual or group.

 Driveways are commonly used as paths to

private garages, fuel stations, or houses.
 National Highways
 The National Highways of Pakistan are a network of highways in
Pakistan that are distinct from its motorways.
 The main difference between the two are that, unlike motorways,
national highways are not controlled-access or limited access. As in
the case of motorways,
 Pakistan's National Highway Authority owns, maintains and operates
all national highways.
 Pakistan's National Highways include famous highways such as the
Grand Trunk Road, the Indus Highway, the Karakoram Highway and
the Makran Coastal Highway
 All National Highways in Pakistan are pre-fixed with the letter 'N'
(for "National") followed by the unique numerical designation of the
specific highway (with a hyphen in the middle), e.g. "N-5". Each
numerical designation is separated by five numerals, i.e. N-5, N-10,
N-15, etc.
 National highways network consisting of 8,845 Km is 3.5
percent of the total road length in Pakistan and carries 75 % to
85 % of the total commercial traffic.
 National Highways
 N-5 Karachi-Thatta-Hyderabad-Moro-Multan- Sahiwal-
Lahore-Jhelum-Rawalpinid-Peshawar- Torkham (Grand Trunk
Road) 1819 km
 N-10 Lyari-Gwadar (Makran Coastal Highway) 653 km
 N-15 Mansehra-Naran-Jhalkhand 240 km
 N-25 Karachi-Bela-Khuzdar-Kalat-Quetta- Chaman (RCD
Highway) 813 km
 N-35 Hasanabdal-Abbottabad-Thakot-Gilgit- Khunjerab
(Karakoram Highway, KKH) 806 km
 N-40 Lakpass-Nokundi-Taftan 610 km
National Highways
 N-45 Nowshera-dir-Chitral 309 km
 N-50 Kuchlac-Zhob-Dl Khan 531 km
 N-55 Kotri-Shikarpur-DG Khan-Kohat-Peshawar (Indus Highway)
1264 km
 N-65 Sukkar-Sibi-Saryab 385 km
 N-70 Qilasaifullah-Loralai-DG Khan-Multan 447 km
 N-75 Islamabad-Satra Mile-Lower Topa(Murree)- Kohala (Murree
Expressway) 90 km
 S-1 Jaglot (KKH)- Shangrial-Karachi-Skardu 167 km
 S-2 Kohala-Muzaffarabad 40 km
Expressways/Motorway
 Heavy traffic at high speed (120km/hr)
 Land Width (90m)
 Full access control
 Connects major points of traffic generation
 No slow moving traffic allowed
 No loading, unloading, parking except dedicated
places.
The Motorways of Pakistan are a network of
high-speed, limited- access or controlled-
access highways in Pakistan, which are
owned, maintained and operated federally by
Pakistan's National Highway Authority.
 Pakistan Motorways
 M1 is from Islamabad to Peshawar. It is a 155 km access-controlled motorway
with 6 lanes.
 M2 is from Lahore to Islamabad. It is a 367 km access-controlled motorway with
6 lanes. It was completed in November 1997.
 M3 is from Pindi Bhattian to Faisalabad. It is a 53 km access-controlled
motorway with 4 lanes, which, in future, can be increased to 6 lanes.
 Now M3 is from Lahore to Abdul Hakim with total length of 230 km and
6lanes.
 M4 is from Pindi Bhattian to Multan with a total length of 309 km. It has 4 lanes,
which, in future, can be increased to 6 lanes.
 M5 is from Multan to Sukkur with a total length of 392 km and 6 lanes.
 M6 is from Sukkur to Hyderabad with a total length of 296 km and 6 lanes.
 M7 is from Dadu to Hub with a total length of 270 km and 2
lanes.
 M8 is from Gwadar to Ratodero with a total length of 892 km and 2 lanes.
 M9 is from Karachi to Hyderabad with a length of 136 Km and 6 lanes.
 M10 is the Karachi Northern Bypass, which has a total length of 57 km and 2
lanes
 Pakistan Motorways
 M11 is from Sialkot to Lahore. It is a 91 km access-controlled motorway with 4
lanes.
 M14 is from Hakla to DI Khan. It is a 280 km access-controlled motorway with 4
lanes.
 M15 is from Hassan Abdal to Thakot. It is a 180 km access-controlled motorway.
It has 2 lanes, which, in future, can be increased to 6 lanes.
 M16 is from Nowshera to Chakdara. It is a 81 km access-controlled motorway
with 4 lanes.
 What is Pavement ?

 A structure consisting of superimposed layers of

processed materials above the natural soil sub- grade,
whose primary function is to distribute the applied
vehicle loads to the sub-grade.
 The Purpose of a Pavement
An ideal pavement should meet the following purposes:
 Sufficient thickness to distribute the wheel load stresses to a safe value on
the sub-grade soil.
 Structurally strong to withstand all types of stresses imposed upon it.

 Adequate coefficient of friction to prevent skidding of vehicles.

 Smooth surface to provide comfort to road users even at high speed.

 Produce least noise from moving vehicles.

 Dust proof surface so that traffic safety is not impaired by reducing

visibility.
 Impervious surface, so that sub-grade soil is well protected.

 Long design life with low maintenance cost.

 Types of Pavement

PAVEMENT

FLEXIBLE PAVEMENT RIGID PAVEMENT

5.2 TypicalLayers
Typical LayersOfOfAAFlexible
FlexiblePavement
Pavement
Typical layers of a conventional flexible pavement includes seal
coat, surface course, tack coat, binder course, prime coat, base
course, sub-base course, compacted sub-grade, and natural sub-
grade.
Typical Layers Of A Flexible Pavement
Seal Coat:
Seal coat is provided directly on the top of surface course to
make it watertight and to provide skid resistance to the
surface. Mixture of Emulsified asphalt, mineral fillers and
water is used as seal coat material.
 Typical Layers Of A Flexible Pavement
Tack Coat:
Tack coat is provided on the top of binder course to develop
strong bond between the binder course and surface course.
Asphalt emulsion diluted with water is used as tack coat
material.
Prime Coat:
Prime coat is provided
between base course and binder course
to develop strong and water tight bonding between them. Low
viscous cutback bitumen is sprayed on the top of base course as
prime coat material.
Typical Layers Of A Flexible Pavement
Surface course: is the layer directly in contact with traffic
loads and are constructed with dense graded asphalt
concrete.

Binder course: purpose is to distribute load to the base

course. Binder course requires lesser quality of mix as
compared to course above it.

Base course: provides additional load distribution and

contributes to the sub-surface drainage
 Typical Layers Of A Flexible Pavement
Sub-base course: the primary
functions are to provide
structural support, improve
drainage, and reduce the
intrusion of fines from the
sub-grade in the pavement
structure

Sub-grade: The top soil or sub-

grade is a layer of natural soil
prepared to receive the stresses
from the layers above
 The Load-Carrying Requirements of
Flexible Pavement
 When load acts on the pavement then load spreads on every underlying layer. Type
of material used to construct different layers depends on the load bearing capacity
of each separate layer. Layer with the highest bearing capacity material will be on
the top and the layer with the lowest load bearing capacity will be on the bottom.
 In flexible pavements, cost of
every layer also depends on the
load bearing capacity. Top most
layer will the most expensive
one, because it is carrying the
maximum load and the bottom
layer will the least expensive,
because of minimum load
bearing capacity.
 Load Distribution
Flexible pavements will transmit wheel load stresses to the lower layers
by grain-to-grain transfer through the points of contact in the granular
structure.
• The wheel load acting on the
pavement will be distributed to a
wider area, and the stress
decreases with the depth.
• Flexible pavement may be
constructed in a number of layers
and the top layer has to be of best
quality to sustain maximum
compressive stress, in addition to
wear and tear. Load Transfer in Granular Structure
 Load Distribution
• The lower layers will
experience lesser magnitude
of stress and low quality
material can be used.

• Flexible pavement layers

reflect the deformation of the
lower layers on to the
surface layer (e.g., if there is
any undulation in sub-grade
then it will be transferred to
the surface layer). Load Distribution mechanism in flexible pavements
 Rigid Pavement
In rigid pavements the stress is transmitted to the sub-grade
through beam/slab effect. Rigid pavements contains sufficient
beam strength to be able to bridge over the localized sub-grade
failures and areas of inadequate support.

Concrete Slab

Sub-grade
 Pavement Evaluation
• Pavement evaluation is the collection and use of pavement
condition data for the purpose of pavement maintenance,
resurfacing, restoration, rehabilitation and reconstruction.
• Evaluation Of Pavement Condition Requires
I. Determination of types and causes of distress.
II. Extent of pavement deterioration.
III. Surface Distress
Pavement distress can be caused by:
 Traffic loads
 Non load factors including environmental conditions
 Pavement Rehabilitation
 The combined effects of traffic loading and the environment
will cause pavements to deteriorate over time. Although
maintenance can slow the rate of deterioration, it cannot stop
it. Therefore eventually the effects of deterioration need to be
reversed by adding or replacing material in the existing
pavement structure. This is called rehabilitation.

 “a structural or functional enhancement of a pavement which

produces a substantial extension in service life, by substantially
improving pavement condition and ride quality."
 Pavement Rehabilitation
 Increase in the strength of an existing pavement by
providing an additional layer is known as pavement
rehabilitation.
 Rehabilitation encompasses the activities describe in 4R
program
I. Resurfacing
II. Restoration
III. Rehabilitation
IV. Reconstruction
 Pavement Rehabilitation
 Resurfacing:
The addition of a pavement layer over the
existing roadway or bridge deck surface to provide additional
structural capacity.
 Restoration & Rehabilitation:
This includes;
I. replacement of malfunctioning joints.
II. Reworking and strengthening of bases and sub bases.
III. Recycling or reworking of existing materials to improve
their structural integrity.
 Pavement Rehabilitation
 RECONSTRUCTION:
It is required when the existing
pavement is completely damaged and will need a replacement
with completely new bituminous material or Portland cement
concrete pavements and under courses.

 Objectives Of Pavement Rehabilitation:

I. To improve the surface smoothness
II. Extend pavement life
III. Improve skid resistance
IV. Reconstruct sections having poor foundations
V. Improve drainage
 Pavement Maintenance
 Pavement maintenance describes all the methods and
techniques used to prolong pavement life by slowing its
deterioration rate. The performance of a pavement is directly
tied to the timing, type and quality of the maintenance it
receives.

 Difference Between Maintenance & Rehabilitation:

 Maintenance refers to the actions that are corrective and

preventive and are commonly performed by an agency.

 Rehabilitation is performed primarily to provide better ride

and skid resistance and to improve the structural adequacy of a
pavement.