HIGHWAY ENGINEERING CV530

3. Highway alignment

The position or the layout of the central line of the highway on the ground is called the Alignment.
Highway alignment includes both Horizontal and Vertical alignment.
 Horizontal alignment includes straight, deviated and curved paths.
 Vertical alignment includes level and gradients.
Alignment decision is important because a bad alignment will enhance the construction, maintenance,
vehicle operating cost and accident rate.
Once an alignment is fixed and constructed, it is not easy to change it due to increase in cost of
adjoining land and construction of costly structures by the roadside.

The Requirements of an ideal alignment are

 Short: It is desirable to have an alignment between two terminal stations to be short and as
far as possible it should be straight, though there may be several practical considerations
which would cause deviations.
 Easy: The alignment should be easy to construct and maintain the road with minimum
problems. It should be easy for the operation of vehicles. So to the maximum extend easy
gradients and curves should be provided.
 Safe: It should be safe both from the construction and operating point of view especially at
slopes, embankments, and cut slopes. It should have safe geometric features with a safe traffic
operation.
 Economical: The alignment should be economical and it can be considered so only when the
total life cycle cost considering the initial cost, maintenance cost, and vehicle operating cost is
lowest.
 Utility: The alignment should be such that it would offer maximum utility by serving
maximum population and products. The utility of a road should be judged from its utility
value per unit length of the road.

Factors Controlling alignment:

We have seen the requirements of an alignment between two terminal stations. But it is not always
possible to satisfy all these requirements due to various practical difficulties such as intermediate
obstruction and topography. If alignment is short it will have a very steep gradient which is not easy
for vehicle operation and may cause construction and maintenance problem along the route, like wise
a road which is economical with lowest initial cost need not necessarily be the most economical in
maintenance or in vehicle operation cost. Hence we have to make a judicial choice considering all the
factors which will control the alignment of the road along with the requirements of an ideal alignment.

Nagashruthi Shivakumar, Assistant Professor Department of Civil Engineering, JSSSTU

HIGHWAY ENGINEERING CV530

The various factors that control the alignment are as follows:

1. Obligatory points are the control points governing the highway alignment.
These points are classified into two categories.
i. Points through which it should pass and
ii. Points through which it should not pass.
Some of the examples are:
 Bridge site: Bridge can be located only where the river has straight and permanent path and
also where the abutment and pier can be strongly founded. The road approach to the bridge
should not be curved and skew crossing should be avoided as possible. Thus to locate a bridge
the highway alignment may be changed.
 Mountain: While the alignment passes through a mountain, the various alternatives are to
either construct a tunnel or to go round the hills. The suitability of the alternative depends on
factors like topography, site conditions and construction and operation cost.
 Intermediate town: The alignment may be slightly deviated to connect an intermediate town
or village nearby.

These were some of the obligatory points through which the alignment should pass. Coming to the
second category that is the points through which the alignment should not pass are:

 Religious places: These have been protected by the law from being acquired for any purpose.
Therefore, these points should be avoided while aligning.
 Very costly structures: Acquiring such structures means heavy compensation which would
result in an increased initial cost. So the alignment may be deviated not to pass through that
point.
 Lakes/ponds etc: The presence of a lake or pond on the alignment path would also necessitate
deviation of the alignment. Marshy, peaty and water logged areas are generally unsuitable for
road construction and should be avoided as far as possible
2. Traffic: The alignment should suit the traffic requirements. Based on the origin-destination
data of the area, the desire lines should be drawn. The new alignment should be drawn
keeping in view the desire lines, anticipated traffic flow pattern, classified volume count, their
growth and future trends etc.
3. Geometric design: Geometric design factors such as gradient, radius of curve, sight distance
etc. Also governs the alignment of the highway. To keep the radius of curve minimum, it may
be required to change the alignment of the highway. The alignments should be finalised such
that the obstructions to visibility do not restrict the minimum requirements of sight distance.
The design standards vary with the class of road and the terrain and accordingly the highway
should be aligned.

Nagashruthi Shivakumar, Assistant Professor Department of Civil Engineering, JSSSTU

HIGHWAY ENGINEERING CV530

4. Economy: The alignment finalised should be economical. All the three costs i.e. construction,
maintenance, and operating cost should be minimum. The construction cost can be decreased
much if it is possible to maintain a balance between cutting and filling. Also try to avoid very
high embankments and very deep cuttings as the construction cost will be very higher in these
cases.
5. Other considerations: various other factors that govern the alignment are drainage
considerations, political factors and monotony.
i) Drainage: The vertical alignment is often guided by drainage characteristics. The sub-
surface water level , seepage flow and high flood level are the factors to be kept in
view to design highway alignment
ii) Political: If a foreign territory comes across a straight alignment, we will have to
deviate the alignment around the foreign land.
iii) Monotony: For a flat terrain it is possible to provide a straight alignment, but it will
be monotonous for driving. Hence a slight bend may be provided after a few
kilometres of straight road to keep the driver alert by breaking the monotony.
consideration for hilly areas

Special consideration while aligning road on Hilly area

Alignment through hilly areas is slightly different from aligning through a flat terrain. For the purpose
of efficient and safe operation of vehicles through a hilly terrain special care should be taken while
aligning the highway. Some of the special considerations for highway alignment through a hilly
terrain are discussed below.

1. Stability of the slopes: for hilly areas, the road should be aligned through the side of the hill
that is stable. The common problem with hilly areas is that of landslides. Excessive cutting
and filling for road constructions give way to steepening of slopes which in turn will affect
the stability.
2. Hill side drainage: Adequate drainage facility should be provided across the road. Attempts
should be made to align the roads in such a way where the number of cross drainage
structures required are minimum. This will reduce the construction cost.
3. Special geometric standards: The geometric standards followed in hilly areas are different
from those in at terrain. The alignment chosen should enable the ruling gradient to be attained
in minimum of the length, minimising steep gradient, hairpin bends and needless rise and fall.
4. Ineffective rise and fall: Efforts should be made to keep the ineffective rise and excessive fall
minimum. Ie., the resisting length of the alignment should kept as low as possible. The
resisting length of a road may be calculated from the total work to be done to move the loads
along the route taking the horizontal length, the actual difference in levels between the two

Nagashruthi Shivakumar, Assistant Professor Department of Civil Engineering, JSSSTU

HIGHWAY ENGINEERING CV530

stations and the sum of ineffective rise and fall in excess of floating gradient. In brief, the
resisting length of the alignment should keep as low as possible. Thus the ineffective rise and
excessive fall should be kept minimum.
Engineering surveys for highway alignment

Before a highway alignment is finalized in a new highway project, Engineering surveys are to be
carried out. These engineering surveys may be completed in the following four stages: -

(a) Map study

(b) Reconnaissance survey
(c) Preliminary surveys and
(d) Final location and details -surveys.

1. Map Study

If the topographic map of the area is available, it is possible to suggest the likely routes of the
road. In India; topographic maps are available from the Survey of India with 15 or 30 meter
contour intervals. The main features like rivers, hills valleys, etc. are also shown on these maps.
By careful study of such maps, it is .possible to have an idea of several possible alternate routes so
that further details of these may be studied, later at the site. The probable alignment can be
located on the map from the following details available on the map.
(a)Alignment avoiding valleys, ponds or lakes
(b)When the road has to cross a row of hills or mountains, possibility of crossing through a
mountain pass
(c) Approximate location of bridge site for crossing rivers, avoiding bend of the river, if any
(d) when a road is to be connected between two stations, one of the top and the other on the foot
of the hill, then alternate routes can be suggested keeping in view the design or ruling gradient
and the maximum permissible gradient

2. Reconnaissance

The second stage of engineering surveys for highway alignment is the reconnaissance survey.
During the reconnaissance, the engineer visits the site and examines the general characteristics of
the area before deciding the most feasible routes for defaiFe7d:studiei A field survey party -may
inspect a fairly broad stretch of land along the proposed alternative routes of the map in the field.
Only very simple survey instruments are used by the reconnaissance party to collect additional
details rapidly, but not accurately. All relevant details which are not available in the map are
collected and noted down. Some of the details to be collected during reconnaissance are given
below:

Nagashruthi Shivakumar, Assistant Professor Department of Civil Engineering, JSSSTU

HIGHWAY ENGINEERING CV530

(i)Valleys, ponds, lakes, marshy land, ridge, hills, permanent structures and other obstructions
along the route which are not available in the map
(ii) Approximate values of gradient, length of gradients and radius of curves of alternate
alignments.
(iii) Number and type of cross drainage structures, maximum flood level and natural ground water
level along the probable routes
(iv) Soil type along the routes from field identification tests and observation of geological features
(v) Sources of construction materials, water and location of stone quarries
(vi) When the road passes through hilly or mountainous terrain, additional data regarding the
geological formation, type of rocks, dip of strata, seepage flow etc. may be observed so as to
decide the stable and unstable sides of the hill for highway alignment

3. Preliminary Survey

The main objectives of the preliminary survey are:

(i) To survey the various alternate alignments proposed after the reconnaissance and to collect all
the necessary physical information and details of topography, drainage and soil
(ii) To compare the different proposals in view of the requirements of a good alignment
(iii) To estimate quantity of earth work materials and other construction aspects and to work out
the cost of alternate proposals
(iv) To finalize the best alignment from all considerations. The preliminary survey is carried out
to collect all the physical information which ire necessary in connection with the proposed
highway alignment. The preliminary survey may be carried out by any one of the following
methods:
a) Primary traverse: The first step in the preliminary survey is to establish the
primary traverse following the alignment recommended in the reconnaissance. For
alternative alignments either secondary traverses or independent primary traverses
may be necessary. As these traverses are open traverses and adjustment of error is
not possible later, the angle should be very accurately measured using a precision
theodolite. The length of the centreline should be measured using very good and
accurate chaining methods.
b) Topographic features: After the establishment of the centreline, the
topographical features are recorded. All geographical and other man made
features along the traverse and for a certain width on either side are surveyed and
plotted.

Nagashruthi Shivakumar, Assistant Professor Department of Civil Engineering, JSSSTU

HIGHWAY ENGINEERING CV530

c) Levelling work: Levelling work is carried out to give the centre line profile and
typical cross sections. Permanent and temporary should be first established at
appropriate locations and the levels should be connected to the GTS datum. The
levelling work in the preliminary survey is kept to a minimum just sufficient to
obtain the approximate earth work in the alternate alignments. To draw contours
of the strip of the land to be surveyed, cross section levels should be taken at
suitable intervals.
d) Drainage studies and hydrological data: Drainage investigation and hydrological
data are collected so as to estimate the type, number and size of cross drainage
structures. Also the vertical alignment of the highway, particularly the grade line
is decided based on the hydrological and drainage data, such as ponded water
level, depth of water table, amount of surface runoff, etc.,
e) Soil survey: Soil survey is an essential part of the preliminary survey as the suitability of
the proposed location is to be finally decided based on the soil survey data. The soil
survey conducted at this stage also helps in working out details of earth work, slopes,
suitability of materials, subsoil and surface drainage requirements and pavement type and
the approximate thickness requirements. All these details are required to make a
comparative study of alternate proposals.
f) Material survey: The survey for naturally occurring materials likes stone aggregates,
soft aggregates, etc. and identification of suitable quarries should be made. Also
availability of manufactured materials like cement, lime, brick, etc. and their locations
may be ascertained.
g) Traffic survey: Traffic surveys conducted in the region form the basis for deciding the
number of traffic lanes and roadway width, pavement design and economic analysis of
the highway project. Traffic volume counts of the classified vehicles are to be carried out
on all the existing roads in the region, preferably for 24 hours per day for seven days.
Origin and destination surveys are very useful for deciding the alignment of the roads.
This study may be carried out on a suitable sample of vehicle users or drivers. In addition,
the required traffic data may also be collected so that the traffic forecast could be made
for 10 to 20 year periods.

4. Determination of final centre line

After completing the preliminary surveys and conducting the comparative studies of
alternative alignments, the final centre line of the road is to be decided in the office before the
final location survey. For this, the preliminary survey maps consisting of contour plans,

Nagashruthi Shivakumar, Assistant Professor Department of Civil Engineering, JSSSTU

HIGHWAY ENGINEERING CV530

longitudinal profile and cross sections of the alternate alignments should be prepared and
carefully studied to decide the best alignment satisfying engineering, aesthetic and
economical requirements. After selecting the final alignment, the grade lines are drawn and
the geometric elements of the horizontal and vertical alignments of the road are designed.

Rapid method using aerial survey and modern technique using GPS

Aerial photographic surveys and photogrammetric methods are very much suited for
preliminary surveys, especially when the distance and area to be covered are vast. The survey
may be divided into the following steps:
(a) Taking aerial photographs of the strips of land to be surveyed with the required
longitudinal and lateral overlaps, Vertical photographs are necessary for the preparation
of mosaics.
(b) The photographs are examined under stereoscopes and control points are selected for
establishing the traverses of the alternate proposals. The control points are located on the
maps
(c) Using stereo-pair observations, the spot levels and subsequently contour details may be
noted down on the maps
(d) Photo-interpretation methods are used to assess the geological features, soil conditions,
drainage requirements etc.
5. Final Location and Detailed Survey
The alignment finalized at the design office after the preliminary survey is to be first located
on the field by establishing the centre line. Next detailed survey should be carried out for
collecting the information necessary for the preparation of plans and construction details for
the highway project.
a) Location: The centre line of the road finalized in drawings is to be transferred on the
ground during the location survey. This is done using a transit theodolite and by staking
of the centre line. The location of the centre line should follow, as closely as practicable,
the alignment finalized after the preliminary surveys. Major and minor control points are
established on the ground and centre pegs are driven, checking the geometric design
requirements. However modifications in the final location may be made in the field, if
found essential. The centre line stakes are driven at suitable intervals, say at 50 metre
intervals in plain and rolling terrains and at 20 metre in hilly terrain.
b) Detailed survey:
a) Temporary bench marks are fixed at intervals of about 250 m and at all drainage and
under pass structures.

Nagashruthi Shivakumar, Assistant Professor Department of Civil Engineering, JSSSTU

HIGHWAY ENGINEERING CV530

b) Levels along the final centre line should be taken at all staked points. Levelling work is of
great importance as the vertical alignment, earth work calculations and drainage details
are to be worked out from the level notes.
c) The cross section levels are taken up to the desired width, at intervals of 50 to 100 m in
plain terrain, 50 to 75 m in rolling terrain, 50 m in built -up areas and 20 m in hilly
terrain.
d) The cross sections may be taken at closer intervals at horizontal curves and where there is
abrupt change in cross slopes.
e) All river crossing, valleys etc. should be surveyed in detail up to considerable distances
on either side.
f) All topographical details are noted down and also plotted using conventional signs.
Adequate hydrological detail s are also collected and recorded.

Preparation of Detailed Project Report (DPR)

Components of the DPR
a) Drawings
b) Estimate
c) Report

Drawings
The following drawings are usually prepared in a highway project:
(i) Key map
(ii) Index map
(iii) Preliminary survey plans
(iv) Detailed plan and longitudinal section
(v) Detailed cross section
(vi) Land acquisition plans
(vii) Drawings of cross drainage and other retaining structures
(viii) Drawings of road intersections
(ix) Land plans showing quarries, etc.

Key map should show the proposed and existing roads, and important places to be
connected. The size of the plan generally should not exceed 22 x 20 cm. The scale of the
map is chosen suitably depending upon the length of road.

Nagashruthi Shivakumar, Assistant Professor Department of Civil Engineering, JSSSTU

HIGHWAY ENGINEERING CV530

Index map should show the general topography of the area. The details are symbolically
represented. The index map should also be of suitable scale, the size being 32 x 20 cm.

Preliminary survey plans showing details of the various alternate alignments and all
information collected should be normally drawn to scale of 10 cm= 1 km to 25 cm=1 km.

Detailed plans show the ground plan with alignment and the boundaries, contours at
intervals of 1 to 2 m in plain terrain and 3 to 6 m in hills, showing all details including
existing structures. A scale of 1/2400 in close country and a scale of 1/1200 may be
adopted for detailed plans. The size of the drawing may be A-2 size or 60 x 42 cm
approximately.

Longitudinal sections should be drawn to the same horizontal scale of the ground as in
detailed plan. Vertical scale may be enlarged 10 times of the longitudinal scale. The
longitudinal section should show the details such as datum line, existing ground surface,
and vertical profile of the proposed road and position of drainage crossings.

Detailed cross sections are generally drawn to natural scale of 1 cm = 2.0 to 2.5 m. Cross
section should be drawn every 100 m or where there are abrupt changes in level. In hill
roads the cross sections should be drawn at closer intervals. The cross section drawings
should extend at least up to the proposed right of way. The cross section number, the
reduced distances and the area of filling and/or cutting should be shown – on cross
section drawings.

Land acquisition plans and schedules: are usually prepared from the survey drawings for
land acquisition details. These plans show all general de tails such as buildings, wells,
nature of gradients and other details required for assessing the values. The scale adopted
may be 1 cm = 40 m or less.

Detailed design for cross drainage and masonry structures are usually drawn to scale of 1
cm = 1 m. For details of any complicated portion of the structure enlarged scales up to 8
cm = 1 m or up to half full size may be employed. However the size of drawing should
not exceed the standard size. Cross sections of streams should be to a scale of not less
than 1 cm = 10 m. Drawings of road intersections should be prepared showing all details
of pavement, shoulders, islands etc. to scale.

Nagashruthi Shivakumar, Assistant Professor Department of Civil Engineering, JSSSTU

HIGHWAY ENGINEERING CV530

Land plans for quarries: Where quarries for construction materials are to be acquired for
new projects, separate land plans should be prepared. The size of these maps and scales
may be similar to those suggested under land acquisition.

Estimates: The project estimates should consist of general abstract of cost and detailed
estimates for each major head. If the project work is proposed to be executed in stages,
the estimate should be prepared for each stage separately.

Project Report

The first phase of project report soon after completing the preliminary surveys, feasibility
and EIA studies is to prepare a 'Feasibility Report'. The Detailed Project Report (DPR)
should be prepared after completing all the detailed studies including final location
survey, preparation of longitudinal and cross sections, soil and material surveys, drainage
studies, etc., The design details of the pavements and all CD structures including major
bridges should be carried out and the relevant drawings prepared as specified in the terms
of reference for the project preparation.

1. Executive summary
2. Background
3. General details of the project
4. Socio- economic Profile
5. Demographic profile
6. Traffic surveys and traffic forecast, including safety audit
7. Engineering surveys and investigations
8. Design standards and specifications adopted
9. Pavement engineering studies and design details
10. Drainage studies, assessment and design of cross drainage structures
11. Environmental and social considerations including rehabilitation and resettlement
12. Materials, humans resources and equipment
13. Analysis and design
14. Rate analysis and cost estimation
15. Economic analysis
16. Financial analysis
17. Construction schedule
18. Traffic management during construction

Nagashruthi Shivakumar, Assistant Professor Department of Civil Engineering, JSSSTU

HIGHWAY ENGINEERING CV530

19. Conclusion and recommendations

HIGHWAY PROJECTS
In a new highway project, the engineer has to plan, design and construct either a net-work
of new roads or a road link. There are also projects requiring re-design and re-alignment
of existing roads of upgrading the geometric design standards. Once a highway is
constructed, development takes place along the adjoining land and subsequent changes in
alignment or improvements in geometric standards become very difficult. A badly aligned
highway is not only a source of potential traffic hazard, but also causes a considerable
increase in transportation cost and strain on the drivers and the passengers. Therefore,
proper investigation and planning are most important in a road project, keeping in view
the present day needs as well as the future developments of the region.

New Highway Project

The new highway project work may be divided into the following stages:
(i) Selection of route, finalization of highway alignment and geometric design details
(ii) Collection of materials and testing of sub grade soil and other construction materials,
mix design of pavement materials and design details of pavement layers
(iii) Construction stages including quality control

Route selection
The selection of route is made keeping in view the requirements of alignment and
geological, topographical and other features of the locality as explained However special
care should be taken as regards the geometric design standards of the road for possible
upgrading of speed standards in future, without being necessary to realign the road. After
the alignment if finalized, the plans and working drawings are prepared

Materials and design

The soil samples collected from the selected route during the soil surveys are tested in the
laboratory in order to design the required pavement thickness and the design of
embankment and cut slopes. The basic construction materials such as selected soil,
aggregates etc. are collected from the nearest borrow pits and quarries and stacked along
the road alignment after subjecting these materials to the specified laboratory tests. In
order to design the mixes for the pavement component layers and to specify quality

Nagashruthi Shivakumar, Assistant Professor Department of Civil Engineering, JSSSTU

HIGHWAY ENGINEERING CV530

control test values during road construction, mix design tests are carried out in the
laboratory.

Construction
The construction of the road may be divided into two stages, (i) earth work and (ii)
pavement construction. The earth work consists of excavation and construction of the
embankments. During the excavation for highway cuts, the earth slopes, their protection
and construction of drainage network are taken care of. Highway embankments may be
best constructed by rolled –fill method by compacting the soil in layers under controlled
moisture and density using suitable rollers. In the case of high embankments, the stability
of the embankment foundation and slopes and the possible settlement of the embankment
with time are to be investigated. The pavement construction is subsequently taken up
starting with the preparation of sub grade and the construction of sub-base, base and
surface courses of the pavement.

Steps in a new project work

The various steps in a new highway project may be summarized as given below:

a) Map Study: This is carried out with the help of available topographic maps of the
area
b) Reconnaissance Survey: During reconnaissance survey, a general idea of a
topography and other features, field identification of soils and survey of
construction materials, by an on-the-spot inspection of the site
c) Preliminary Survey: Topographic details and soil survey along alternate
alignments, consideration of geometric design and other requirements of
alignment, preparation of plans and comparison of alternate routes; economic
analysis and selection of final alignment.
d) Location of Final Alignment: Transfer of the alignment from the drawings to the
ground by driving pegs along the centre line of finally chosen alignment; setting
out geometric design elements by location of tangent points, apex points, circular
and transition curves, elevation of centre line and super elevation details.
e) Detailed survey: Survey of the highway construction work for the preparation of
longitudinal and cross sections, computations earth work quantities and other
construction material and checking details of geometric design elements
f) Materials Survey: Survey of construction materials, their collection and testing.

Nagashruthi Shivakumar, Assistant Professor Department of Civil Engineering, JSSSTU

HIGHWAY ENGINEERING CV530

g) Design: Design details of embankment and cut slopes, foundation of embankment

and bridges, and pavement layers and cross drainage structures.
h) Earth work: Excavations for highway cutting and drainage system construction of
embankment
i) Pavement Construction: Preparation of subgrade, construction of sub-base, base
and surface courses.
j) Construction Controls: Quality control tests during different stages of
construction and check for finished road surface such as unevenness, camber,
superelevation and extra widening of pavements at curves
k) Construction planning and programming: The construction planning and
programming to be carried out taking into accounts all the restraints and existing
problems in order to minimise the construction cost and time.

Re-alignment Project

Necessity: The roads were meant for slow traffic, they are found deficient in the
geometric design elements for the present day automobile traffic. There are several
stretches of national highways having single lane carriageway, narrow bridges and
culverts and many locations with sharp horizontal curves and avoidable zigzags, steep
gradients and inadequate sight distances. In such cases it is necessary to plan
improvement for these stretches of highway.

Types of improvement:

(i) Improvement of horizontal alignment design elements such as, radius,

superelevation, transition curve, providing, adequate clearance on inner side of the
curve or shifting the curve to provide adequate sight distance, elimination of reverse
curve and undesirable zigzags, etc.
(ii)Improvement of vertical alignment design elements like steep gradients, changes in
summit curves to increase sight distance, correction of undesirable undulations like
humps and dips, etc.
(iii) Raising the level of a portion of a road which is subjected to flooding,
submergence or water-logging during monsoons
(iv) Re-construction of weak and narrow bridges and culverts and changes in
waterway at locations slightly away from the existing site.,

Nagashruthi Shivakumar, Assistant Professor Department of Civil Engineering, JSSSTU

HIGHWAY ENGINEERING CV530

(v) Construction of over-bridges or under-bridges at suitable locations across a

railway line in place of level crossing or across another road to provide grade
separated intersections
(vi) Re-alignment required due to a portion of the road being submerged under water
at the reservoir area on account of construction of a new dam.,
(vii) Construction of a bypass to avoid the road running through a town or city.
(ix)Defence requirements.

Steps in the re-alignment project

i) Reconnaissance survey: the stretch of the road to be re-aligned is observed,

deficiencies on the stretch and possible changes in the alignment should be provided
ii) Survey of the existing features project road: Topographical features and all other
existing features including drainage condition along a strip of land on either side of
the road is recorded.
iii) Levelling work: may be carried out by using plane table and level or by tacheometer
or by any of the modern methods at closer intervals. Observation of the spot levels
along with the centre line of the road and cross section levels at suitable intervals to
note the gradient, cross slope, super elevation etc
iv) Soil Survey: is carried out along the stretch of the land through which the re aligned
road may possibly pass; typical soil profiles are prepared after testing the soil samples
in the laboratory.
v) Comparison of economic and consideration of feasibility of alternate proposals of the
re-alignment and special study of the stretches which is difficult for alignment is
made.
vi) Finalisation of the design features of re-aligned road stretch
vii) Preparation of drawings
viii) Marking out the centreline of re-aligned road while trying to utilise the existing road
to the maximum possible extent.
ix) Earth work and preparation of the subgrade of the re-alignment road stretches, setting
out and construction of new bridges and culverts
x) Checking the geometric design elements of the newly aligned stretches of the road
xi) Design and construction of the new highway pavements.

Nagashruthi Shivakumar, Assistant Professor Department of Civil Engineering, JSSSTU