Adama Science and Technology University

School of Civil Engineering and Architecture

Department of Civil Engineering

Integrated civil Engineering Design project

Adama science and technology university

APPROVED BY
Advisor‟s Name: ...............................................…

Signature.....................Date..........…

Evaluator‟s Name: ............................................…

Signature.......................Date........…

Department head: ..............................................…

Signature.....................Date.............

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 Group member
Name ID NO
1 EMNESH ASSEFA……….. ……..R/0417/08
2 FEDILA MOHAMMED………… R/0473/08
3 ESKEDAR GIZAW……................R/0441/08
4 DAGMAWIT TSEGAYE…………R/0327/08

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Acronyms and Abbreviations
AADT Annual average daily traffic

AASHTO American Association of state Highway and transport officials

ADT Average Daily Traffic

CBR California Bearing Ratio

DC Design Class (design standard)

ERA Ethiopia Road Authority

ERADDM Ethiopia Road authority Drainage Design Manual

ESAL Equivalent Single Axle Load

HMA Hot Mixed Asphalt

MSA Million standard axles

NF Night factor

PC Point of curvature

PHF Peak-Hour Factor

PI Point of Intersection

PT Point of Tangency

SCF Seasonal correction factor

VPI Vertical Point of Intersection

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 Acknowledgement
First of all we are thankful to almighty GOD for giving us so much strength and strengthen us to
complete this project successfully.
We are thankful to those peoples in Adama Science and Technology University. Next we also
would like to give our great thank to our advisor Ferezer B(MSc) for giving us a kind guidance
and encouragement throughout this project.
Finally we would like to dedicate this project to our families whose moral & material support
kept us through the ups and downs of our academic life.

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 Abstract
Development in highway engineering is taking place at a great speed. New materials, design
concepts, software and construction practices are emerging as road users demand high quality
roads. Ethiopia too is modernizing its road system and is planning to construct high speed high
way facilities
The aims of the project is to connect two rural cities namely; Weyito and Turmi which is located
in the Central part of Ethiopia in the South Nation and National people Regional and to facilitate
the inter cities movement. Specifically, this project focuses to design short, easy and economical
root between the two towns.
This project contains 8 chapters which are introduction, rout Selection, traffic analysis and
loading, geometric design, pavement design, traffic analysis and loading, drainage design, traffic
sign and road furnitures respectively. The entire design is done using new Ethiopian Road
Authority design manuals (ERA-2013).The objective resides in a design of a Safe, Economic and
serviceable road which will fulfill the intended purpose.
This document contains series of steps followed in geometric, pavement and Drainage designs of
the project. The document contains design principles and Software outputs of horizontal curve,
Vertical curve, cross section, Pavement design with side ditch and culvert designs. In addition to
this Earth work calculations are made finally.

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Table of Contents
Acronyms and Abbreviations ...................................................................................................................... iii
Acknowledgement ....................................................................................................................................... iv
Abstract ......................................................................................................................................................... v
List of tables.................................................................................................................................................. x
List of figure ............................................................................................................................................... xii
CHAPTER ONE ........................................................................................................................................... 1
INTRODUCTION ........................................................................................................................................ 1
1.1 General over view of transportation system ....................................................................................... 1
1.2Objective of this thesis ......................................................................................................................... 2
1.3 Objective of the project ....................................................................................................................... 2
1.4 General description of the Project ....................................................................................................... 2
1.5 Climate ................................................................................................................................................ 3
1.6 Rainfall and Temperatures .................................................................................................................. 4
1.7 Project Methodology ........................................................................................................................... 4
CHAPTER 2 ................................................................................................................................................. 5
ROUTE SURVEYING ................................................................................................................................. 5
2.1 GENERAL OVER VIEW OF SURVEYING..................................................................................... 5
2.2 TYPES OF ROUTE SURVEYING .................................................................................................... 5
2.3 Rout selections .................................................................................................................................... 7
2.4 Proposing alternative route ................................................................................................................. 7
2.5 The project route ................................................................................................................................. 7
CHAPTER 3 ................................................................................................................................................. 9
TRAFFIC ANALYSIS AND LOADING..................................................................................................... 9
3.1 Introduction ......................................................................................................................................... 9
3.2 Traffic Survey and Analysis ............................................................................................................... 9
3.2.1 Vehicle Classification .............................................................................................................. 10
3.2.2 Results of Traffic Counts ........................................................................................................... 10
3.2.3 Determination of ADT and AADT ............................................................................................ 12
3.3 Traffic Forecasting ............................................................................................................................ 15
CHAPTER FOUR....................................................................................................................................... 19

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CROSS-SECTION ELEMENTS ................................................................................................................ 19
4.1 Carriage way ..................................................................................................................................... 19
4.2 Road way .......................................................................................................................................... 19
4.3 Earthwork profile .............................................................................................................................. 19
4.4 lane width:......................................................................................................................................... 19
4.5 Shoulder ............................................................................................................................................ 19
4.6 Normal Cross fall .............................................................................................................................. 19
4.7 Road side ditch.................................................................................................................................. 20
4.8 Clear zone ......................................................................................................................................... 20
CHAPTER FIVE ........................................................................................................................................ 21
GEOMETRICAL DESIGN ........................................................................................................................ 21
5.1 General Introduction ......................................................................................................................... 21
5.2 Basic geometric design factors ......................................................................................................... 21
5.2.1 Topography ................................................................................................................................ 22
5.2.2 Design speed .............................................................................................................................. 22
5.3 Geometric Design Standards............................................................................................................. 22
5.4 Horizontal Alignment Design ........................................................................................................... 23
5.4.1 Tangent section .......................................................................................................................... 24
5.4.2Simple circular curve parameter and calculation ........................................................................ 24
5.4.3Transition curve .......................................................................................................................... 28
5.4.4 Sight Distance ............................................................................................................................ 30
5.4.5 Super-elevation .......................................................................................................................... 34
5.4.6 Super-elevation Runoff and Run out.......................................................................................... 35
5.4.7 Shoulder Super-elevation ........................................................................................................... 38
5.4.8 Widening On Curves .................................................................................................................. 39
5.4.9 Horizontal Curve Setting Out .................................................................................................... 40
5.5 Vertical Alignment............................................................................................................................ 41
5.5.1Grade ........................................................................................................................................... 42
5.5.2 Curve Geometry ......................................................................................................................... 44
5.5.3 Vertical Curve Formula ............................................................................................................. 45
CHAPTER 6 ............................................................................................................................................... 50

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PAVEMENT DESIGN ............................................................................................................................... 50
6.1 General .............................................................................................................................................. 50
6.2 Types of pavement ............................................................................................................................ 50
6.2.1 Flexible pavement ...................................................................................................................... 50
6.2.2 Rigid pavement .......................................................................................................................... 53
6.3 Design Period .................................................................................................................................... 53
6.4 Determination of Cumulative Traffic Volumes ................................................................................ 54
6.5 Axle Loads ........................................................................................................................................ 55
6.5.1 Axle equivalency........................................................................................................................ 55
6.6 Subgrade ........................................................................................................................................... 57
6.6.1 Subgrade Strength Class Based on CBR Value ......................................................................... 58
6.7 Selection of alternative layer............................................................................................................. 60
CHAPTER SEVEN .................................................................................................................................... 62
EARTH WORK .......................................................................................................................................... 62
7.1 Introduction ....................................................................................................................................... 62
7.1. Excavation........................................................................................................................................ 63
7.1.1 Shrinkage and Swell................................................................................................................... 64
7.2 Estimation of Earthwork ................................................................................................................... 64
7.3 Mass Haul Diagram .......................................................................................................................... 66
CHAPTER 8 ............................................................................................................................................... 69
DRAINAGE DESIGN ................................................................................................................................ 69
8.1General ............................................................................................................................................... 69
8.2 Rational Method................................................................................................................................ 69
8.3.1 Design using rational method .................................................................................................... 69
CHAPTER NINE ........................................................................................................................................ 81
ROAD FURNITURE AND MARKINGS .................................................................................................. 81
9.1 Introduction ....................................................................................................................................... 81
9.2 Traffic Signs...................................................................................................................................... 81
9.3 Road Markings .................................................................................................................................. 83
9.3.1 Pavement markings .................................................................................................................... 83
9.3.2 Object Markers........................................................................................................................... 83

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 9.3.3. Road Studs ................................................................................................................................ 83
9.4 Marker Posts ..................................................................................................................................... 84
9.4.1. Guide posts................................................................................................................................ 84
9.4.2. Kilometer posts ......................................................................................................................... 84
CHAPTER TEN.......................................................................................................................................... 85
CONCLUSION AND RECOMMENDATION .......................................................................................... 85
10.1 Conclusion ...................................................................................................................................... 85
10.2 Recommendation ............................................................................................................................ 86
Appendix 1:Terrain Category ..................................................................................................................... 87
Appendix 2: horizontal alignment report .................................................................................................. 115
Appendix 3: vertical curve report ............................................................................................................. 128
Appendix 4:mass hall diagram.................................................................................................................. 130
Appendix 5: Horizontal Alignment.......................................................................................................... 183
Appendix 6: Vertical Alignment ............................................................................................................... 184
Appendix 7: Typical section ..................................................................................................................... 185
Appendix 8: Cross Section........................................................................................................................ 186
REFERANCE ........................................................................................................................................... 188

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List of tables
Table 1.1 Mean Monthly and Annual Rainfall (mm) and Temperature(c0).................................................. 4
Table 3.1 Vehicle classification .................................................................................................................. 10
Table 3.2 Summary of traffic count station 1 ............................................................................................. 10
Table 3.3 Summary of traffic count station 2 ............................................................................................. 11
Table 3.4 Night factor for station 1 ............................................................................................................. 12
Table 3.5 Night factor for station 2 ............................................................................................................. 12
Table 3.6 Summary of traffic count after adjusting to 24 hrs(count station 1) ........................................... 13
Table 3.7 Summary of traffic count after adjusting to 24 hrs(count station 2) ........................................... 13
Table 3.8 Seasonal factor ............................................................................................................................ 14
Table 3.9 Calculated AADT using SF (year 2019) ..................................................................................... 14
Table 3.10 GDP rate(%) ............................................................................................................................. 15
Table 3.11 Traffic forecast at the opening of the road (base year traffic, year 2023) ................................. 16
Table 3.12 Forecasted Traffic during the Mid Life Period ......................................................................... 17
Table 3.13 Road classification, AADT, carriageway width and design speed (ERA manual 201 ............. 18
Table 5.1 Design speed (As per ERA) ........................................................................................................ 22
Table 5.2 Geometric Parameters for design class DC6 paved (AADT 1000-3000) ................................... 23
Table 5.3 Horizontal curve station .............................................................................................................. 24
Table 5.4 Determination of radius based on min. Requirement and conditions of sight distance. ............. 25
Table 5.5 Summary of curve calculation .................................................................................................... 27
Table 5.6 Transition curve requirement ...................................................................................................... 28
Table 5.8 Coefficient of friction and Stopping Sight distance for standard design Speeds ........................ 33
Table 5.9 Super-elevation and its Runoff Length 2 .................................................................................... 35
Table 5.10 Summary of Super-elevation parameters .................................................................................. 38
Table 5.11 ERA Widening standards for DS63 .......................................................................................... 39
Table 5.12 Curve widening ........................................................................................................................ 39
Table 5.13 Deflection angle ........................................................................................................................ 41
Table 5.15 Climbing Lanes ......................................................................................................................... 44
Table 5.15 Calculation summary of vertical curves ................................................................................... 45
Table 5.16 Minimum value of K for sag curve ........................................................................................... 46
Table 5.17 Minimum k values for crest vertical curves (paved roads) ....................................................... 47
Table 5.18 Setting out of vertical curve ...................................................................................................... 49
Table 6.1 Road classification and design period 6 ...................................................................................... 54
Table 6.2 Percentage ESAs per lane for multiple ....................................................................................... 55
Table 6.3 Equivalency Factors for Different Heavy Vehicle Configurations ............................................. 55
Table 6.4 The normal base year (2019) traffic is given as follows ............................................................. 56
Table 6.5 Traffic at the opening of the road (2023) .................................................................................... 56
Table 6.6 Analysis of CESAs ..................................................................................................................... 57
Table 6.7 Classification traffic .................................................................................................................... 57
Table 6.8 CBR data ..................................................................................................................................... 58
Table 6.9 Sub -grade classification ............................................................................................................. 60
Table 6.10 Pavement Thickness.................................................................................................................. 60

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Table 6.3: Selected layer thickness for construction ................................................................................... 61
Table 7.1 Shrinkage factor for different types of soil ................................................................................. 64
Table 7.2 Format of cumulative mass ordinate ........................................................................................... 67
Table 9.1 Summary of traffic signs provision in the project....................................................................... 82
Table 9.2 Spacing of Guide Posts at Curves ............................................................................................... 84

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List of figure
Figure 1.1 Map of Woyito to Turmi ............................................................................................... 3
Figure 5.1 Simple circular curves ................................................................................................. 25
Figure 5.2 Sight distance............................................................................................................... 31
Figure 5.7 Coefficient of friction and Stopping Sight distance for standard design Speeds ........ 32
Figure 5.3 Passing sight distance ................................................................................................. 33
Figure 5.4-Super-elevation on circular curve Transition .............................................................. 36
Figure 5.4 Shoulder super elevation ............................................................................................. 39
Figure 6.1 Flexible Pavement Structure........................................................................................ 51
Figure 7.1 Mass haul diagram…………………………...……………………………………….70
Figure 6.2 CBR graph ................................................................................................................... 59
Figure 8.1 Rainfall Intensity-Duration-Frequency Curve of Rainfall Region of B2 (Source,
ERADDM ..................................................................................................................................... 71
Figure 9.1 Traffic sign Steep slope sign………………………..………………………………..83

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 CHAPTER ONE

INTRODUCTION
1.1 General over view of transportation system
Transportation can be defined in many ways, but most of them concentrate on the same idea.
Transportation is movement of people, goods and services from one place to another through a
certain period of time. There are different types of transportation system. They fall into one of
three basic types, depending on over which of the physical environment they travel–land (road,
rail and pipelines), water (maritime shipping), and air (aviation). As more and more advanced
and speedy types of transportation are developed over time, and as the economic activities of the
human society grow in pace and sophistication, the roles of roads have multiplied and their
importance increased. A safe and efficient land transportation system is an essential element of
sustainable regional or national economy. Road transportation system is essential infrastructure
for a nation„s development and growth both for public and private sector.
For the development of any nation, infrastructure like that of road is very important. It is
impossible to think of development without having accessible roads in a given nation. Roads are
very important for many reasons, some of them are
 connecting nation to nation
 reduce wastage of energy during travelling
 connecting people to people living in different places
 facilitate international and national trades
 connecting the gap between producers and consumers
 helps in the explorations of natural resources
 used in the transportation of materials which are unevenly distributed
 Also enable the governance of vast areas under control of nation
Besides the advantages, there are some side effects and these side effects should be reduced by
proper design (project handing) and vehicle operation. Some of the disadvantages are
 Environmental pollution, like noise, vibration, less due to aesthetics point of views.
 Safety: road accidents become a concern in much country.
 Parking: Especially in cities road transportation needs parking land.
 Energy: it contains higher energy per KM
As a semester project, we, the students of Adama Science and Technology University, prepared
the full and detailed design of the highway corridor between Weyito and Turmi which is 21 km
long. We also tried to cover the basic procedures involved in highway engineering from an
inception of a project to the preparation of final design documents and drawings.

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1.2Objective of this thesis
 To carryout detailed engineering design
 To know the principal designing criteria of high way
 To develop integration and communication skills in a group project working.
 To develop problem solving ability on real life project.
 To integrate and use the courses covered in civil engineering through the five year
learning process and exercise engineering software like Eagle point, AutoCAD
 To exercise working manuals like ERA, AASHTO
 To gain working experience and further knowledge on highway design.

1.3 Objective of the project

The main objective of the project is to connect the two rural cities of South Nation and National
people region, namely weyito and Turmi, including the districts on the nearby of the route .And
to facilitate the inter cities movement. Specifically, this project focuses to design short, easy and
economical root between the two towns.
Eventually, the fulfillment of this objective brings the following major and changing assets on
the every individual‟s day to day activity around the area.
 On the proposed road project, the trade sector of the economy in the area would develop
in greater rate due to a facilitated transportation of goods and people.
 The existence of infrastructures like road adds a value to the area and contributes in the
attraction of investors which could participate in different sectors in the area.
 The proper use and exploitation of natural resources of an area to a large extent depends
on the access of road to it and thus construction of this road makes it easier in making a
good use of these resources.
 This project will be a major contribution to the urbanization of the stated location, as
urbanization is a social process whereby cities grow and societies become more urban
principally which starts from the fulfillment of infrastructures like roads.
 During the construction of the road various job opportunities would be opened to the
dwellers of the area.
 At the end of the project the chance of a bigger increase in the level of life of the society
would be expected, since the level of life of any society depends on the economic
activities in its surrounding that includes the level of development of agriculture &
industry which will be influenced by the construction of the highway.

1.4 General description of the Project

The project road is located in the Central part of Ethiopia in the South Nation and National
people Regional State particularly Omo zone. The road is from Weyito to Turmi which is 21kms
long

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Figure 1.1 Map of Woyito to Turmi
Source: - Google Map

1.5 Climate
Turmi climate is classified as warm and temperate. The summers here have a good deal of
rainfall, while the winters have very little. This climate is considered to be Cwb according to the
Köppen-Geiger climate classification. The average temperature in Turmi is 21.1°C. The rainfall
here averages 1274mm.

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 1.6 Rainfall and Temperatures
Accordingly, the mean the precipitation varies between the driest and wettest months is 163
mm. throughout the year; temperatures vary by 3.5°C. Mean monthly and annual rainfall of the
project area is presented in the table below. The least amount of rainfall occurs in December. The
average in this month is 24 mm. Most of the precipitation here falls in April, averaging 187 mm.
The temperatures are highest on average in March, at around 23.2 °C. August is the coldest
month, with temperatures averaging 19.7°C

Table 1.1 Mean Monthly and Annual Rainfall (mm) and Temperature(c0)

Month Jan Feb Mar Apr May Jun Jul Au Sep Oct No Dec Annu
g v al
Rainfall 33 56 87 187 170 104 106 124 122 152 109 24 1274
(mm)
Tempera 22 22.7 23.2 21.6 20.8 20.2 19. 20 20. 20. 20. 21.3 253.3
ture(c0) 7 3 9 6

1.7 Project Methodology

In designing the high way, we are following the following procedures:
 Traffic analysis
 Geometric design
 Pavement design
 Earth work analysis
 Drainage design
 Traffic sign and Road furniture

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 CHAPTER 2

ROUTE SURVEYING

2.1 GENERAL OVER VIEW OF SURVEYING

Surveying activity used for gathering information about the rout .These information or data are
alignment data, feasibility data, soil data etc. For a given rout, proper rout survey study is
needed. If route surveying are not carried out properly, there will be deficiencies in the selected
alignment, specification, and design.
The quality of the survey has influence on the cost of the project. A number of alternatives
should be examined and the most appropriate solution should be selected out. This is possible
only if exhaustive investigations are to be carried out.
Failures are encountered if the survey is not properly done. Embankment subsidence, flooding of
roads, land slide, deposition of Sand-dunes and erosion of river or sea are some of the problems.
This can be avoided by proper route surveying.

2.2 TYPES OF ROUTE SURVEYING

1. Reconnaissance surrey
2. Preliminary survey
3. Final location survey
4. Drawings and reports
1. Reconnaissance survey
It is the visual studying of the site. The initial reconnaissance survey of the region implies an
examination of relatively large areas between the terminals for the Purpose of determining broad
corridors through which alignment may pass. This survey should be aided by available maps and
Stereoscopic Ariel photographic coverage of the area. The probable alignment can be located on
the map from the Following details available on the map
 Alignment avoiding valleys, ponds or lakes
 When the road has to cross a row hills, possibility of crossing the mountains pass
 Approximate location of bridge sites for crossing rivers, avoiding bending of river.

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The second phase of reconnaissance survey is concerned with the Inspection of each bond to
determine the most feasible route or routes based on certain fundamental criteria that have
significant effect on its location. Some of the details to be collected are:
 Valleys, ponds, permanent structures
 Gradients, length of the gradients and radius of the curve
 Number and type of drainage structures
 Soil type, geological features
 Source of construction materials, quarry sites
2 Preliminary surveys
The preliminary survey consists in running an accurate traverse line along the routes already
recommended as a result of reconnaissance survey in order to attain sufficient data for final
location.
The main objectives of preliminary survey are:
 To survey the various alternative alignment proposed after reconnaissance and collect all
necessary details of Topography, drainage and soil.
 To find the best alignment from all considerations
 To compare the different proposal in view of the requirement of a good alignment
3. Final location survey
The purpose of the final location is to fix the center line of the selected alignment in the field and
to collect additional data for the preparation of the drawings. If the preliminary survey has been
done properly the data collection work during the final alignment survey will be limited.
The followings are the general features of the final location survey
 Pegging the centerline
 Centre line leveling
 Cross section
 Intersecting roads ditches and stream.
4. Drawing and reports
The data, after necessary investigation and final location, is sent to design office where it‟s
suitably proceed with respect to geometric design, drainage structures and pavement design. A
drawing for the highway scheme is the graphical instructions as to how a road way is to be
constructed. Highway drawings should be accomplished with reports, specifications of the
design, and estimation of bill of quantities (BOQ). A complete set of drawings for the highway
may contain the following:
 Site plan of the alignment
 A detailed plan and profile
 Cross sections for earth work at all necessary locations
 Typical road sections at selected sections such as junctions

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  A mass-haul diagram showing the movement of earth work
 Construction details of structures like culverts, bridges, retaining walls etc…

2.3 Rout selections

Route selection is a method of choosing the shortest and best alignment which connects two
points or areas. While selecting the best alignment there should be sufficient information about
the locality either from well informed technical specialists, local leaders or existing programs on
the project. Furthermore, information obtained from contour map of the locality, aerial photos
and the like. Photogrammetric are most crucial aids to gather the information of the project area.
Using the above information gathering methods select economical and safe route for design.

2.4 Proposing alternative route

There are certain guide lines which must be put in mind while locating the routes, which are
listed below:
 The route of the highway should be so selected that it can handle the traffic efficiently
and serve the inhabitant localities or the route should be aligned so as to pass through the
densely populated areas to serve the population of the localities.
 The resulting alignment should result in an overall economy (i.e. construction,
maintenance and operation) economy in total transportation cost should be aimed.
 The location should involve the least impacts on the environment including plants,
animals and drainage system. Destruction of wooden area should be avoided.
 The route should be aligned in conformity with the surrounding landscape of the area and
should not be sear of it.
 Interference with utility service like electric transmission lines water supply mains, sewer
& other pipe lines should be avoided.
 Locate the highway close to sources of embankment materials and pavement materials.
 Structures should be avoided as much as possible if this is not the case, it should be
located carefully at the location of where the span of the river is small/short since the
construction of the bridge is coasty and also it should be at right angles to the river.

2.5 The project route

First we generated the contour for the raw surveying data with the aid of Eagle point software
followed by the selection of the alternatives. These alternatives were compared to each other by
the amount of earth work to be involved in each of them, severity of grade, length and
construction costs. These criteria are elaborated below.

 Normally the shortest distance is preferable.

 The least severe grade alternative is preferred. However, the relation of minimum grade
may be the inverse to the shortest length route.

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  An existing road or track makes survey and construction easier and may indicate the
route of least earthworks.
 An alignment through, for instance, rolling terrain should be less costly to construct, have
lower vehicle operating costs and maintenance costs, and less severe horizontal curves than a
route through mountainous terrain.
But our data is obtained from the road office which is already collected. So, we didn‟t do the route
surveying.

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 CHAPTER 3

TRAFFIC ANALYSIS AND LOADING

3.1 Introduction
The traffic volume is one of the important parameters used in the determination of the width of
the road and thickness of the pavement required. The information required to estimate traffic
volumes includes current traffic, future traffic, traffic composition and traffic volume growth
rate.

Among the design elements of a highway, the following are based on traffic count.
1. Design speed
2. Geometric elements of road
3. Drainage system and structure
4. Pavement type and thickness

Direct impact of the road project on transport development includes traffic flows (normal,
diverted and generated traffic) with respect to the existing pattern of transport services and
transport costs.
Normal traffic: Traffic which would pass along the existing road or track even if no new
pavement was provided. We will get this from the traffic count.
Diverted traffic: Traffic that changes from another route or mode of transport to the project road
because of the improved pavement, but still travels between the same origin and destination.
Generated traffic: Additional traffic which occurs in response to the provision or improvement
of the road.

3.2 Traffic Survey and Analysis

It is recommended that traffic counts to establish AADT at a specific site conform to the
following practice:
I. The counts are for seven consecutive days.
II. The counts on some of the days are for a full 24 hours, with preferably at least one 24-
hour count on a weekday and one during a weekend. On the other days 16- Hour counts
should be sufficient. These should be extrapolated to 24-hour values in the same proportion
as the 16-hour/24-hour split on those days when full.
III. Counts are avoided at times when travel activity is abnormal for short periods due to the
payment of wages and salaries, public holidays, etc. If abnormal traffic flows persist for
extended periods, for example during harvest times, additional counts need to be made to
ensure this traffic is properly included.
IV. If possible, the seven-day counts should be repeated several times throughout the year.
Countrywide traffic data should preferably be collected on a systematic basis to enable

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 seasonal trends in traffic volumes to be quantified. Presently, classified traffic counts are
normally obtained by counting manually.
The traffic count on Weyito to Turmi was conducted for seven consecutive days (five
days for 12 hours and two days for 24 hour) between 6/15/2019 and 6/21/2019from 6:00 and
6:00 hours for day-time and an additional 12 hours count (6:00am to 6:oopm hours). Of the
seven days night count was conducted at both station for two days; one on weekday and the other
on weekend.

3.2.1 Vehicle Classification

Classifications of vehicle that used for traffic survey is nine and the classification are listed in the
following table.

Table 3.1 vehicle classification

Classification Description
1. Passenger Vehicles
1.1 Cars Small Automobiles
1.2 Land Rovers 4WD and Utility Vehicles
1.3 Small Bus Buses up to 25 Passenger Seats
1.4 Medium Bus Buses with Passenger seats between 25 and 45
1.5 Large Bus Buses over 45 Passenger seats
2. Trucks and Trailers
2.1 Small Tucks Trucks of Capacity not Exceeding 3.5 tons
2.2 Medium Truck Trucks of Capacity between 3.5 to 7.5 tons
2.3 Heavy Truck Trucks of capacity over 7.5 tons
2.4 Truck Trailer Truck and Tanker Trailers including articulated
trucks over 12 tons load

3.2.2 Results of Traffic Counts

Results of Manually classified traffic count by survey station, date/days, vehicle class, day and
night records, computed night factors and estimate of ADT are presented under the following
tables. Adjustments for night traffic flow were applied onto the day time in due course of
derivation of ADT by count stations. The adjustment factors were computed from 24-hours
manually classified counts performed at each station

Table 3.2 summary of traffic count station 1

TYPES OF VEHICLES

T
SECTI CA L/RO S/B L/B S/TR M/TR H/TR & TOT
ON DATE TIME R VER US US UCK UCK UCK T AL

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 DAY
6/15/2019 TIME 0 44 17 23 14 20 18 35 171
DAY
6/16/2019 TIME 0 53 25 26 26 7 24 38 199
NIGHT
TIME 0 30 4 9 18 17 25 31 134
DAY
6/17/2019 TIME 0 42 32 17 22 12 16 32 173
DAY
6/18/2019 TIME 0 35 23 16 21 12 19 26 152
NIGHT
TIME 0 20 3 3 20 17 10 17 90
DAY
6/19/2019 TIME 0 44 38 29 33 17 22 54 237
DAY
6/20/2019 TIME 0 58 34 30 30 16 17 39 224
DAY
6/21/2019 TIME 0 51 36 29 32 26 36 59 269

Table 3.3 summary of traffic count station 2

TYPES OF VEHICLES
SEC
TIO CA L/ROV S/B S/TR M/TR H/TR TOT
N DATE TIME R ER US L/BUS UCK UCK UCK T&T AL
6/15/20 DAY
19 TIME 0 41 17 22 14 19 172 35 165
6/16/20 DAY
19 TIME 0 50 25 25 26 7 22 38 193

NIGHT
TIME 0 28 4 9 16 17 23 31 128
6/17/20 DAY
19 TIME 0 39 32 16 21 12 15 32 167
6/18/20 DAY
19 TIME 0 33 23 15 21 12 18 26 148

NIGHT
TIME 0 18 4 4 22 16 10 26 100
6/19/20 DAY
19 TIME 0 41 38 28 32 16 21 54 230
6/20/20 DAY
19 TIME 0 55 34 29 29 16 16 39 218
6/21/20 DAY 0 48 36 28 31 25 34 59 261

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 19 TIME

3.2.3 Determination of ADT and AADT

The Night Factor
Each 12 hours count is converted to an equivalent 24 hours count by calculating the night
factor. This value is obtained by taking the ratio of the number of vehicles for the 24 hours
count to the number of vehicles for the 12 hours count on days when 24 hours count were
conducted.

Table 3.4 night factor for station 1

TYPES OF VEHICLES

CA L/ROV S/B L/B S/TRU M/TRU H/TRU T& TOT

DATE TIME R ER US US CK CK CK T AL

16/6/201 day
9 time 0 53 25 26 262 7 24 38 199
night
time 0 30 4 9 18 17 25 31 134
Night
factor 0 1.56 1.16 1.34 1.068 3.42 2.042 1.81 12.42

6/18/201 day
9 time 0 35 23 16 21 12 19 26
night
time 0 20 3 3 20 17 10 17
Night
factor 0 1.571 1.13 1.19 1.95 2.41 1.526 1.65 11.43
Average Night
factor 0 1.568 1.14 1.26 1.51 2.922 1.784 1.73 11.93

Table 3.5 night factor for station 2

TYPES OF VEHICLES

TIM CA L/RO S/BU L/B S/TRU M/TRU H/TRU T& TOTA

DATE E R VER S US CK CK CK T L
day
6/16/2016 time 0 50 25 252 26 7 22 38
night 0 28 4 9 16 17 23 31

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 time
Night
factor 0 1.56 1.16 1.03 1.615 3.42 2.04 1.81 12.66
day
6/18/2016 time 0 33 23 15 21 12 18 26
night
time 0 18 4 4 22 16 10 26
Night
factor 0 1.54 1.17 1.26 2.04 2.33 1.55 2 11.92
Average night
factor 0 1.55 1.16 1.15 1.83 2.88 1.80 1.91 12.29

Table 3.6 summary of traffic count after adjusting to 24 hrs(count station 1)

TYPES OF VEHICLES

SEC C
TIO TIM A L/RO S/BU L/B S/TR M/TR H/TR TOT
N DATE E R VER S US UCK UCK UCK T&T AL
289
6/15/2019 24hr 0 69 19 29 21 58 32 61
333
6/16/2019 24hr 0 83 29 35 44 24 49 69
249
6/17/2019 24hr 0 66 36 22 33 35 2 55
242
6/18/2019 24hr 0 55 26 19 41 29 29 43
381
6/19/2019 24hr 0 69 43 37 50 49 39 94
357
6/20/2019 24hr 0 91 39 38 45 46 30 68
447
6/21/2019 24hr 0 80 41 37 48 75 64 102
ADT
avera 70 331
ge 0 73 34 30 40 45 39

Table 3.7 summary of traffic count after adjusting to 24 hrs(count station 2)

TYPES OF VEHICLES

TIM CA L/RO S/B L/BU S/TR M/TR H/TR TOTA

DATE E R VER US S UCK UCK UCK T&T L
6/15/2019 24hr 0 64 20 29 26 55 309 67 569

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6/16/2019 24hr 0 78 29 34 42 24 45 69 321
6/17/2019 24hr 0 60 37 21 38 34 27 61 280
6/18/2019 24hr 0 51 27 19 43 28 28 52 248
6/19/2019 24hr 0 63 44 37 58 46 38 103 390
6/20/2019 24hr 0 85 39 38 53 46 29 74 36

6/21/2019 24hr 0 74 42 36 57 72 61 11 456

ADT
average 0 68 34 30 45 43 78 77 376

Seasonal factor

Table 3.8 seasonal factor

Small Mediu Truck

Small Small L/Bus Heavy
Description 4WD Truc m Traile Total
Car Bus es Truck
k Truck r
Seasonal
Conversion 0 0.95 1.1 0.98 1.18 1.04 0.9 1.04 0.99
Factor (SCF)
AADTₒ=ADT*SF

Table 3.9 calculated AADT using SF (year 2019)

TYPES OF VEHICLES

C
A L/ROVE L/BU S/TRUC M/TRU H/TR
R R S/BUS S K CK UCK T&T TOTAL
ADT 0 47 26.324 22.37 30.36 21.3 31.24 46.145 224.67
SCF 0 0.95 1.1 0.98 1.18 1.04 0.9 1.04 0.99
Station AAD
1 T 0 45 29 22 36 23 29 48 232
ADT 0 48 29.84 22.62 36.20 28.65 33.232 57.29 254.06
SCF 0 0.95 1.1 0.98 1.18 1.04 0.9 1.04 0.99
Station AAD
2 T 0 45 33 23 43 30 30 60 264
Total
AAD
T 0 90 62 45 79 53 59 108 496

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3.3 Traffic Forecasting
A general traffic forecasting approach is considered here to forecast future traffic on the
proposed road. Traffic or transport demand is a derived demand driven by growth in population
and the economy and accordingly forecasts of these factors are required to make accurate traffic
forecasts.
Trends in GDP over the past 10 years show that the National GDP of the country has been
growing at an average rate of 9.71%percent per annum.

Table 3.10 GDP rate(%)

GDP
YEAR rate%
2009 10
2010 10.6
2011 11.4
2012 8.7
2013 9.9
2014 10.3
2015 10.4
2016 8
2017 10.1
2018 7.7
Average 9.71

Source: - World Bank

1. Normal traffic: Traffic would pass along the existing road or track even if no new pavement
were provided. The most common method of forecasting normal traffic is to extrapolate data on
traffic levels and assume that growth will either remain constant in absolute terms i.e. a fixed
number of vehicles per year, or constant in relative terms i.e. a fixed percentage increase. As a
general rule it is only safe to extrapolate forward for as many years as reliable traffic data exist
from the past, and for as many years as the same general economic condition are expected to
continue. As an alternative to time, growth can be related linearly to anticipate Gross Domestic
Product (GDP). This is normally preferable since it explicitly takes into account changes in
overall economic activity. If it is thought that a particular component of the traffic (e.g. a
category of trucks, due to the development of an industry) will grow at a different rate to the rest,
it should be specifically identified and dealt with separately, i.e. a uniform growth rate among the
various traffic classes should not necessarily be assumed a priori. Whatever the forecasting
procedure used, it is essential to consider the realism of forecast future levels.

𝐷 𝐷
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2. Diverted traffic: Traffic that changes from another route (or mode of transport) to the project
road because of the improved pavement, but still travels between the same origin and destination.
Where parallel routes exist, traffic will usually travel on the quickest or cheapest route although
this may not necessarily be the shortest. Thus, surfacing an existing road may divert traffic from
a parallel and shorter route because higher speeds are possible on the surfaced road. Origin and
destination surveys should preferably be carried out to provide data on the traffic diversions
likely to arise. Analysis of origin / destination survey data can be done using computer based
programs to determine the diverted traffic volumes. Diversion from other transport modes, such
as rail or water, is not easy to forecast. Transport of bulk commodities will normally be by the
cheapest mode, though this may not be the quickest. Diverted traffic is normally forecast to grow
at the same rate as traffic on the road from which it diverted.

Diverted AADT= 0.15*Normal AADT

3. Generated traffic: Additional traffic occurs in response to the provision or improvement of

the road. Generated traffic arises either because a journey becomes more attractive by virtue of a
cost or time reduction or because of the increased development that is brought about by the road
investment. Generated traffic is also difficult to forecast accurately and can be easily
overestimated. The recommended approach to forecasting generated traffic is to use demand
relationships. Some studies carried out in similar countries give an average for the price elasticity
of demand for transport of about -1.0. This means that a one per cent decrease in transport costs
leads to a one per cent increase in traffic.

Generated AADT= 0.13*Normal AADT

Table 3.11 traffic forecast at the opening of the road (base year traffic, year 2023)

L/R M/T
Traffic CA OVE S/TRU RUC H/TR
category R R S/BUS L/BUS CK K UCK T&T Total
Normal 84.6
Traffic 0 136.2 90.76 64.86 114.30 5 91.4 169.27 751.51
Diverted 12.6
Traffic (15%) 0 20.43 13.61 9.729 17.146 9 13.7 25.39 112.7
Generated 11.0
Traffic (13%) 0 17.7 11.799 8.432 14.86 0 11.88 22.005 97.69
Total Traffic 0 175 117 84 147 109 118 217 967

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 The cumulative number of vehicles, over the chosen design period N (in years) is
found by
𝐷 𝐷

Table 3.12 Forecasted Traffic during the Mid Life Period

Traffic L/ROV S/BU L/B S/TR M/TRU H/TRU T&T Total

category CA ER S US UCK CK CK
R
AADT 0 174.342 116.1 83.0 146.31 108.36 117.04 216.67
8 2
T 0 188.80 125.8 89.9 158.45 117.35 126.75 234.64 1041.7
1 1

Total AADT of the project the midlife of the road is 1041.7

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Table 3.13 Road classification, AADT, carriageway width and design speed (ERA manual
2013)

From the above table we conclude that our project is categorized under design class (DC) is DC6

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 CHAPTER FOUR

CROSS-SECTION ELEMENTS

A cross-section will normally consist of the carriageway, shoulders or curbs, drainage features,
and earthwork profiles. It may different from one to another in accordance with design standard
provided. In case of this particular project which DC6, all design parameters provided in ERA
DM.

4.1 Carriage way

Part of the road constructed for use by moving traffic. Including
 Traffic lanes
 Auxiliary lanes such as acceleration and declaration lanes
 Climbing lanes
 Widening
 Passing lanes
4.2 Road way: consists of the carriage way and shoulders and parking lanes and viewing
areas.
4.3 Earthwork profile: includes side slope and back slopes.
4.4 lane width: The width of the surfaced road and number on lanes should be adequate to
accommodate the type and volume of traffic anticipated and the assumed design speed of
vehicles. For road class line in our case DC6 with lane widths of 3m is used.
4.5 Shoulder: A shoulder is the portion of the roadway contiguous to the carriageway for the
accommodation of stopped vehicles; traditional and intermediate non-motorized traffic, animals,
and pedestrians; emergency use; the recovery of errant vehicles; and lateral support of the
pavement courses. The following values were obtained from ERA manual (summary of design
standards) of the geometric design manual. They are given as a minimum requirement for the
design standard DC6
Table 4.1 Minimum requirements for DC6
Design Rural /Shoulder width(m) Town section width(m)
standard
Flat Rolling Mountainous Escarpment Shoulder Parking Foot Median
lane way
DC6 1.5-3 1.5-3 0.5-1.5 0.5-1.5 N/A 3.5 2.5 N/A

4.6 Normal Cross fall

Normal cross fall should be sufficient to provide adequate surface drainage whilst not being so
great as to make steering difficult. The ability of a surface to shed water varies with its

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smoothness and integrity. On unpaved roads, the minimum acceptable value of cross fall should
be related to the need to carry surface water away from the pavement structure effectively, with
a maximum value above which erosion of material starts to become a problem. Since this road is
DC6, The normal cross-fall should be 2.5% and the shoulder cross-fall should be 4 %.

4.7 Road side ditch

Road side ditches should be low enough to drain the water from under the pavement. When
using a V-ditch” configuration minimum depth of ditch should be 0.6m in mountainous and
escarpment terrain, and 1.0m elsewhere.

4.8 Clear zone

Right-of-ways are provided in order to accommodate road width and to depend on the cross
section elements of the highway, topography and other physical controls together with economic
considerations. Right of ways will be equidistant from the centerline of the road to the left and to
the right of the carriageway. Based on the design standard of the road project the Right-of-way
of this project should be 50m &25m each side of the centerline alignment of the road.3+36++

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 CHAPTER FIVE

GEOMETRICAL DESIGN
5.1 General Introduction
Geometric design in a highway design, deals with the visible dimensions of a road way. Properly
designed highway geometries provide optimum efficiency in the operation of traffic with safety.
The main objective of geometric design is to produce a highway with safe, efficient and
Economic traffic operations, while maintaining aesthetic and environmental quality. Geometric
design is the process whereby the layout of the road through the terrain is designed to meet the
needs of the road users. The principal geometric features are the road cross-section, horizontal
alignment and vertical alignment.

 Cross section
 Width of carriage way
 Width of shoulders
 Right of way
 Cross fall, camber and super elevation
 Horizontal alignment
 Minimum radius of curve
 Minimum stopping sight distance
 Minimum passing sight distance
 Vertical alignment
 Maximum gradient
 Length of maximum gradient
 Minimum stopping sight distance on vertical curves
 Length of vertical curves

5.2 Basic geometric design factors

In establishing the geometric design standard of the project, the following basic factors should be
taken into account so as to achieve the objectives of the road design project. Factors influencing
the choice of geometric design parameters are:

 Function and classification of road

 Required design speed
 Topography of the surrounding land

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  Project traffic volume and composition
 Traffic safety and considerations
 Environmental considerations
 Economic and financial considerations

5.2.1 Topography
Topography of the area affects geometric design of a highway. The geometric design elements
strongly depend on the transverse terrain through which the roads passes. Generally terrain
properties are categorized in to four different classes: Flat, rolling, mountainous and escarpment.

5.2.2 Design speed

It is the most important factor controlling the geometric design of a highway. Design speed is the
maximum safe speed that can be maintained over a specified section of highway when conditions
are so favorable that the design features govern. Once the design speed is selected all of the
relevant highway feature should be related to obtain balanced design.

Table 5.1 design speed (As per ERA)

As per the ERA manual design speed of 100m/s2 is selected for flat terrain type and design
standard of DC6.

5.3 Geometric Design Standards

The design standard for a specific road shall be decided based on the estimated traffic volumes
(AADT) and the functional classification of the road. Depending on the outputs of traffic

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analysis, the Geometric Design Parameters for the design class of DC6 (paved) as per ERA 2013
Design Standard has been considered and is shown below under Table

Table 5.2 Geometric Parameters for design class DC6 paved (AADT 1000-3000)

5.4 Horizontal Alignment Design

In horizontal alignment, the design should be consistence to the topography, provide good
drainage system and minimum earth works. And the alignment selected for particular project
should enable consistent, safe and smooth movement of vehicle operating at design speed. The
design elements of the horizontal alignment are the tangent, or straight section, the transition
curve (spiral) and thesuper elevation section.

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 Table 5.3 horizontal curve station
PI Station Northing Easting Distance Terrain
BOP 0+000.00 550088.14 299209.59 3032.73 Flat
1 3+032.73 553081.22 249698.41 1931.19 Flat
2 4+955.46 554359.51 251145.98 4947.76 Flat
3 9+901.29 555861.87 255860.13 6816.9 Flat
4 16+699.67 552001.79 261478.83 281.53 Flat
5 16+961.73 552150.56 261717.84 3858.83 Flat
6 20+779.02 555741.25 260304.53 1099.39 Flat
EOP 21+872.82 556819.76 260517.81
From Eagle software

5.4.1 Tangent section

From an aesthetic point of view, tangent sections may often be beneficial in flat country but are
less so in rolling or mountainous terrain. From a safety standpoint, they provide better visibility
and more passing opportunities. However, long tangent sections increase the danger from
headlight glare and usually lead to excessive speeding. This issue needs to be addressed in the
course of the horizontal design. According to ERA the maximum length of a tangent section
should not exceed 4.0 kilometers. For the case of our road project we are in the safer side since
we do not have tangent section greater than 4 kilometers.

5.4.2Simple circular curve parameter and calculation

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 Figure 5.1 simple circular curves
When a vehicle moves in a circular path, it is forced racially outward by centrifugal force. The
centrifugal force is counterbalanced by super-elevation of the roadway and/or the side friction
developed between the tires and the road surface. For calculation of the minimum horizontal
radius, Rmin, for a particular design speed, the following equation or Table from ERA DM shall
be used.

The provided radius used in the geometric design should be equal or greater than Rmin value. If
the radius proposed by using reference of terrain can‟t be greater than Rmin or if the curve
overlaps and does not fulfill minimum stopping sight distance requirement, the design speed
should be reduced. In this project all the radiuses are selected according to design speed selected
on the base of terrain classification. The design speed and PI are stated below.

Table 5.4 Determination of radius based on min. Requirement and conditions of sight
distance.
PI Station terrain Vd from Rmin Rpro Remark New
type terrain vd
BOP 0+000.00 Flat 100
1 3+032.73 Flat 100 410 430 OK
2 4+955.46 Flat 100 410 450 OK
3 9+901.29 Flat 100 410 200 Not OK 70
4 16+699.67 Flat 100 410 130 Not OK 60
5 16+961.73 Flat 100 410 150 Not OK 60
6 20+779.02 Flat 100 410 430 Ok
EOP 21+872.82 Flat 100 410 Ok
From Eagle software
Steps of calculation
1. Degree of curve (D):

= D= [arc definition]

2. Radius of curve(R):
R=

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3. Tangent distance: TL=R*Tan

4. External distance: 𝐸

5. Curve length:
L=
6. Middle Ordinate: M = R [1-cos ]

7. Chord from P.C to P.TC: = 2Rsin

8. Point of curvature station: P.C=P.I-T

9. Point of tangency station: P.T=P.C +L

Sample Curve Calculation

Curve 1

PI1= 3+032.73

39.2870
= 430

TL=R*Tan = 430*Tan ) = 153.445m

D= = = 13.32

L= = =294.947m

E=R[sec -1]=430*[sec -1] = 26.559m

C = 2Rsin =2*430*sin( )=289.04m

M = R[1-cos ] =430*[1-cos ] =25.014

Station PC1 =PL1-T1= 3+032.73-153.445=2+879.285m

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Station PT1=PC1 + L1 = 2+879.285 +294.947=3+174.232

Curve 4

PI4= 16+700.02
66.389
= 130

TL4=R*Tan = 130*Tan ) = 85.052m

D= = = 44.074m

L= = =150.631m

E=R [sec -1] =130*[sec -1] = 25.351m

C = 2Rsin =2*130*sin ( ) =142.346m

M= =130*[1-cos ] =21.214m

Station PC4 =PL4-T4 =16+700.02- 85.052 m=16+614.968m

Station PT4=PC4 + L4 = 16+614.968+150.631=16+765.599m

Table 5.5 summary of curve calculation

Station
No PI PC PT V ∆ Rpr Da TL E LC M C
d ov
B 0+000. 10 -
OP 00 0
1 3+032. 2+879.2 3+174.0 10 39.2 430 13.3 107.0 26.5 294.7 25.0 289.0
73 85 63 0 87 25 55 59 78 14 40
2 4+951 4+857.0 5+043.7 10 23.7 450 12.7 94.70 9.85 186.6 9.64 185.3
97 84 0 70 33 6 8 88 7 52
3 9+896. 9+798.9 9+981.0 70 52.1 200 28.6 97.90 22.6 182.0 20.3 175.8

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 84 33 27 66 5 6 78 94 68 69
4 16+70 16+614. 16+765. 60 66.3 130 44.0 85.05 25.3 150.6 21.2 142.3
0.02 966 599 89 58 2 51 32 14 46
5 16+96 16+837. 17+045. 60 79.5 150 38.1 124.9 45.2 208.3 34.7 192.0
2.08 135 488 85 97 41 19 53 45 03
6 20+77 20+653. 20+898. 10 32.6 430 13.0 126.0 18.0 245.1 17.3 241.8
9.37 344 537 0 71 25 29 89 92 58 84
EO 21+87 10
P 1.9 0

5.4.3Transition curve
Transition (spiral) curve is a curve with a constantly increasing curvature in the same direction. It
is provided to avoid immediate transition from straight line to simple curve. In other words it
avoids the discontinuity in the curvature value, which is unsatisfactory for the demand of a
constant route development. Here curvature value linearly increases from zero at the beginning
of spiral curve to the constant value at the end of the spiral (i.e. at entrance to simple curve
offset). ERA recommend Transition curve is needed if the radius of a circular curve is less than
the values shown below.

Table 5.6 Transition curve requirement

Design speed Transition required if Radius of curve is less
(Km/hr.) than:
80 380
85 428
90 480
100 590
110 720
120 850
As per ERA manual

Spiral curve parameter

Length of the spiral curve

= C=

Where, = length of spiral, m

V =speed,

R =curve radius, m
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 C=rate of increase of lateral acceleration, in m/s3

=√

Where, =minimum lateral offset between the tangent and circular curve (0.2m)

=minimum length based on driver comfort.

Where, V =speed,

=minimum length of spiral based on shift in lateral position

=√

Where, =maximum length of based on driver comfort

Shift: - circular curve shifted inward towards the center to make space for additional spirals

S=

Where:- spiral length [m]

S=shift [m]

R=radius [m]

Tangent length:-

TL=(R+S) where, = deflection angle

Length of the circular portion of the curve

The central angle subtended by the circular portion of the curve is :

c= -2θs

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5.4.4 Sight Distance
Sight distance is the distance over which visibility occurs between a driver and an object or
between two drivers at specific heights above the carriageway. For safety on the road, sufficient
sight distance must be provided to enable drivers to control their vehicles to avoid collisions with
other vehicles or objects on the road. Minimum sight distance based on car braking performance
must be obtained at all points along the roadway for the chosen design speed. In some
circumstances, additional sight distance for trucks may be desirable. These situations include
(but are not limited to): horizontal curves on downgrades sag vertical curves with overpass
structures or sign gantries and intersections.

5.4.4.1 General Considerations

a) For highway safety, the designer must provide sight distances of sufficient length that drivers
can control the operation of their vehicles.

b) They must be able to avoid striking an unexpected object on the travelled way.

c) Two-lane highways should also have sufficient sight distance to enable drivers to occupy the
opposing traffic lane for passing maneuvers, without risk of accident.

d) Two-lane rural highways should generally provide such passing sight distance at frequent
intervals and for substantial portions of their length.

5.4.4.2 Sight Distance Parameter

The parameters that are going to be checked for calculation of different types of sight distances
will be discussed in detail in the following section.
a) Truck Sight Distance Check
Roads and junctions must be designed to provide safe operating conditions for both cars and
trucks. Both truck and car stopping distance requirements need to be considered. The design
speed for cars in urban areas is usually 10km greater than the posted speed limit. The truck
sight distance check shall be undertaken using the speed limit (usually 10km/h less than the
car design speed) or the estimated truck operating speed, whichever is the lower. Allowance
for the different operating speeds of cars and trucks should be made. For example, on an
uphill grade truck speeds will be reduced and the truck stopping distance will be reduced by
the effect of gravity. The increased height of the truck gives better visibility over crests,
median barriers and bridge parapets. In some circumstances, this extra visibility compensates
for the longer stopping distance of trucks. In other cases, such as on horizontal curves with
adjacent retaining walls (or in curved tunnels) the truck driver eye height does not increase
sight distance

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Figure 5.2 sight distance

Trucks require significantly greater time to cross intersections and to turn on and off main
roads. The recognition of the longer gap in opposing traffic flows requires longer sight
distances for trucks than cars. The additional eye height assists obtain the longer sight
distance if a crest vertical curve is in the vicinity of the intersection. However, horizontal
curvature and sight distance obstruction by roadside development may limit the visibility.
Intersections with significant truck usage and restricted visibility may require the installation
of traffic signals for safety reasons.
b) Driver Reaction Time
The representative driver reaction time for sight distance calculation purposes is 2.5 seconds.
Absolute minimum stopping sight distances based on a 2.0 second reaction time may be used
for mid-block sections where an economic design cannot be achieved using 2.5 second
reaction time. Junction design must be based on 2.5 second reaction time. And for this road
network we adopt a 2.5 second reaction time.
c) Driver Eye Height
The representative height for design calculations of the car driver‟s eye is 1.05m. And the
representative height of a truck driver‟s eye for design calculations is 2.40m. For this road
network we used the above figures for calculation purpose.
d) Object Height
The height of object that is to be used during sight distance calculations is different for
varying situations. And the following table will illustrate this scenario.

e) Break Reaction Distance

Break reaction distance is the distance in the interval from the instant that the driver
recognizes the existence of an obstacle on the roadway ahead that necessitates braking to the
instant that the driver actually applies the brakes. Such determination takes time and the
amount of time needed varies considerably with the distance to the object, the visual acuity
of the driver, the natural rapidity with which the driver reacts, the atmospheric visibility, the
type and the condition of the roadway, and nature of the obstacle. Vehicle speed and

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 roadway environment probably also influence reaction time. It is recommended on ERA
geometric design manual that a 2.5sec brake reaction time for stopping sight situations
encompasses the capabilities of most drivers.
Brake reaction distance is given by: d1=0.278V*t
Where: d1 – Brake reaction distance (m)
V - Design speed (km/hr.)
t – Brake reaction time >= 2.5sec

f) Braking Distance
Braking distance is the distance from the time the brakes are applied to the time that the
vehicle comes to stop. The approximate braking distance of a vehicle on a level roadway
travelling at the design speed of the roadway is given by:

d2 = where: d2 – Braking distance (m)

V – Design speed (km/hr.)

Figure 5.7 Coefficient of friction and Stopping Sight distance for standard design Speeds

Design speed Coefficient Stopping site Distance(m)

(Km/h) of Friction (F)
20 42 20
30 40 30
40 38 45
50 35 55
60 33 85
70 31 110
85 30 155
100 29 205
12 28 285

As per ERA
g) Stopping Sight Distance

The stopping sight distance is the minimum sight distance required by a driver of a vehicle,
travelling at a given speed, to bring his vehicle to a stop after some destruction on the road
becomes visible. Although greater length of visible roadway are desirable, the sight distance
at every point along a roadway should be at least that needed for below-average driver or
vehicle to stop. Stopping sight distance is the sum of brake reaction distance and braking
distance Total stopping sight distance
S = SSD = d1 + d2

h) Passing Sight Distance

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 Passing sight distance is the minimum sight distance on two-way single roadway roads that
must be available to enable the driver of one vehicle to pass another vehicle safely without
interfering with the speed of an oncoming vehicle traveling at the design speed. Within the
sight area, the terrain should be at the same level or a level lower than the roadway,
Otherwise, for horizontal curves, it may be necessary to remove obstructions and widen
cuttings on the insides of curves to obtain the required sight distance. Care must be exercised
in specifying passing/no-passing zones in areas where the sight distance may be obscured in
the future due to vegetative growth. But, for the design purpose ERA manual reduces
distance shown below from normal passing sight distance

Figure 5.3 passing sight distance 2

Table 5.8 Coefficient of friction and Stopping Sight distance for standard design Speeds
Design speed Coefficient Stopping site Distance(m)
(Km/h) of Friction (F)
20 42 20
30 40 30
40 38 45
50 35 55
60 33 85
70 31 110
85 30 155
100 29 205
12 28 285

As per ERA

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Stopping Sight Distance on Horizontal Curve
Stopping sight distance = Brake reaction distance + Braking distance

d =d1 +d2

d =0.278vt +

Sample Calculations
Curve 4

d =0.278vt +

t=2.5sec

V=60km/hr and f=0.33

d =0.278*60*2.5 + = 84.65m

SSD=84.65m, also from table SSD=85m

SSD=85<C=142.346……………..ok!

Curve 3

d =0.278vt +

t=2.5sec

V=70km/hr. and f=0.31

d =0.278*70*2.5 + =101.23m

SSD=101.23m,also from table SSD=110m

SSD=155<C=175.869……………..ok!

5.4.5 Super-elevation
The super elevation is the vertical difference between the outer and inner edge of the road at the
horizontal curve. Its main purpose is to counterbalance the centrifugal force and it contributes

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safety and comfort feeling to the passenger while passing along changed direction. It is
controlled by type of area and speed of moving vehicles.
To decide the amount of super elevation we have used ERA and AASHTO geometric design
manuals jointly. ERA provides Super elevation with maximum Super elevation of 8%.
Super-elevation of each curves are read from the table by using radius and design speed and
tabulated below.

Table 5.9 Super-elevation and its Runoff Length 2

NO Rpro V SE% SR(L)

1 430 100 7.94 59.8

2 450 100 7.9 57

3 200 70 7.9 52

4 130 60 8 48

5 150 60 7.8 47

6 430 100 7.94 59.8

5.4.6 Super-elevation Runoff and Run out

In alignment design with spirals the super-elevation runoff is affected over the whole of the
transition curve. The length of runoff is the spiral length with the tangent to spiral (TS) at the
beginning and the spiral to curve (SC) at the end. The change in cross slope begins by removing
the adverse cross slope from the lane or lanes on the outside of the curve on a length of tangent
just ahead of TS (the tangent run-out). Between the TS and SC (the super-elevation runoff) the
travelled way is rotated to reach the full super-elevation at the SC. This procedure is reversed on
leaving the curve.

In design of horizontal curves without spirals the super-elevation runoff is considered to be that
length beyond the tangent run-out. Empirical methods are employed to locate the super-elevation
runoff length with respect to the point of curvature (PC).
Current design practice is to place approximately two-thirds of the runoff on the tangent
approach and one-third on the curve, as shown in figure where length of horizontal curve can‟t
accommodate two-third of the runoff length, the full super-elevation start from PC.

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Figure 5.4 Super-elevations on Spiral Curve Transition

Figure 5.4-Super-elevation on circular curve Transition

More in detail for circular and spiral curve transition can be achieved in using the AASHTO
Method 5 procedures for determining the super-elevation transition distances and maximum
super-elevation rate (AASHTO Geometric Design of Highways and Streets, pp.152-164, 1990
and pp. 153-166, 1994). By following that procedure we arrive at the possible solutions for the
super-elevation runoff distance.

For speeds 50 KPH, SR=

For speeds >50 KPH SR= (w) (e) (MRS) (Metric)

Where: SR=Super-elevation Runoff distance

VD =Design Speed (KPH)

w=Horizontal lane width

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 e=computed super-elevation rate

MRS=Maximum Relative Slope

The minimum SR value is the largest of the three computed SR values. From the calculated SR
value, the X, Y and TR distances may be computed. The X and Y distances are calculated the
same whether or not you have Spirals. The TR distance gets calculated differently depending on
weather spirals are used in the design.

The X and Y values are calculated as:

X= Y=2X

Where:

X=Distance from the beginning of super-elevation to removal of adverse crown.

SR=Super-elevation Runoff distance

C=pavement cross slope

SE=computed super-elevation rate

Y=Distance from the beginning of Super-elevation to where the outside lane

achieves reverse crown.

The TR value is calculated by:

TR=X+ (SE) (SR) (Non-spiraled curves)

TR=X (Spiraled curves)

Where: TR=computed run-out distance

X=Distance from the beginning of super- elevation to where adverse crown is

removed.

SE=%of super-elevation that is applied before the circular curve.

SR=computed super-elevation runoff distance.

Calculations for some sample curves are calculated and the remaining calculations are tabulated
below.SE and SR are taken from table of emax=8% (ERA design manual 2002 table 2.4) by
taking reference of design speed and radius provided. SE in ERA DM means e and SR means L.

Sample calculation

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Curve 2 (non-spiral)

100m/s2

450

SR=57

SE=7.9%

C=2.5%

X= = =18.04 Y=2X= 2*18.04=36.0

TR=X+ (SE) (SR) (Non-spiraled curves)

=18.04+ (7.9/100)(57)

Table 5.10 Summary of Super-elevation parameters

No. Rprov Vd SE%(e) SR(L) X Y TR

1 430 100 7.94 59.8 18.83 37.66 23.36
2 450 100 7.9 57 18.04 36.08 22.54
3 200 70 7.9 52 16.46 32.92 20.57
4 130 60 8 48 15.19 30.38 19.03
5 150 60 7.8 47 14.69 29.38 18.36
6 430 100 7.94 59.8 18.83 37.66 23.36

5.4.7 Shoulder Super-elevation

The figure below depicts shoulder super-elevation rates corresponding to carriageway

Super-elevation rates. The figure shows that on the low side (inner shoulder) of super elevated
curves, the shoulder super-elevation matches the roadway super-elevation. On the high side
(outer shoulder), the super-elevation is set such that the grade break between the roadway and the
shoulder is 8 percent. An exception to this occurs at a maximum super elevation of 8 percent,
where the resultant shoulder super-elevation would be an undesirable flat configuration. Here the
super-elevation is set at -1% to drain the shoulder.

For the Design classes DS6 the shoulder may be sloped with the carriageway, but then be
surfaced on the outside of the curve.

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 Figure 5.4 shoulder super elevation

5.4.8 Widening On Curves

Widening on curves shall be provided to make operation conditions comparable to those on
tangents. This is necessary as the wheel tracking width is increased. Curve widening is required
on all standards of roads and should be sufficient to cater for the design vehicle. Widening shall
generally be applied to both sides of the roadway. It should start at the beginning of the transition
curve and be fully widened at the start of the circular curve. Widening is also required for Design
Standard DS1 through DS5 at high fills for the

Psychological Widening is also required for Design Standard DS1 through DS5 at high fills for
the psychological comfort of the drive.
As our design standard is DS6, curve widening is required which was done according to the table
below from ERA DM.

Table 5.11 ERA Widening standards for DS63

As per ERA
Based on the above table curve widening are applied for all curves and tabulated below.

Table 5.12 – Curve widening 4

Curve. No Rprov (m) Curve Fill Widening(m)

Widening(m)

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1 430 0 0
2 450 0 0
3 200 0 0.6
4 130 0 0.6
5 150 0 0.6
6 430 0 0

5.4.9 Horizontal Curve Setting Out

In this project setting out of curves was carried out by Eagle Point 2007 road design software.
Due to this reason we have not done any calculations for setting out here, but setting out of
horizontal curves is organized in Annex of this document.

Circular curve deflection

A common method of locating a curve in the field is by deflection angles. Typically, the
theodolite is set up at the PC, and the deflection angles are turned from the tangent line.

Sample setting out

Curve 1

PC at 2+879.285

PT at 3+174

= = 19.639

L = 294.778

And layout is to proceed at 20m interval; the procedure would be as follows. First compute the
deflection angles for the three required arc distance.

Deflection angle =

1 PC to first even station (2+880): (2+880)-(2+879.285) =0.715

=0.023820

2 even station interval

= 1.332

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3 last even station (3+170) to PT

= 0.2710

Second, prepare a list of appropriate station together with cumulative deflection angles.

Table 5.13 deflection angle

Station Deflection angle Cumulative def. angle (0)

2+879.285 0.02382 0
2+880 1.332 0.2382
2+900 1.332 1.35582
2+920 1.332 2.68782
2+940 1.332 4.01982
2+960 1.332 5.35182
2+980 1.332 6.68382
3+000 1.332 8.01582
3+020 1.332 9.34782
3+040 1.332 10.67982
3+060 1.332 10.67982
3+080 1.332 12.01182
3+100 1.332 13.34382
3+120 1.332 14.67582
3+140 1.332 16.00782
3+160 1.332 17.33982
3+170 1.332 18.67182
3+174.063 0.271 19.639

Chord calculation

It was determined that deflection angle for station at 2+880 was 0.02382, it follows that 2+880
could be located by placing a stake on the transit line at 0.02382 and at distance 0.715m(2+880-
2+879.285) from PC. Furthermore, station 2+900 could be located by placing a stake on the
transit line at 1.35582 and distance of 20m along the arc from the remaining station could be
located in similar manner.

5.5 Vertical Alignment

Vertical alignment is the combination of parabolic vertical curves and tangent sections of a
particular slope. The selection of rates of grade and lengths of vertical curves is based on
assumptions about characteristics of the driver, the vehicle and the roadway. Vertical curvature
may impose limitations on sight distance, particularly when combined with horizontal curvature.
Thus the two major aspects of vertical alignment are vertical curvature, which is governed by
sight distance criteria, and gradient, which is related to vehicle performance and level of service.
This section describes the mathematical concepts for defining the vertical curvature of the road;
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defines the limiting characteristics for each road class; recommends maximum and minimum
gradients; indicates gradient requirements through villages; develops the criteria for
incorporation of a climbing lane; and provides vertical clearance standards. The vertical
alignment should also be designed to be aesthetically pleasing. As a general guide, a vertical
curve that coincides with a horizontal curve should, if possible, be contained within the
horizontal curve, and should ideally have approximately the same length. A smooth grade line
with gradual changes appropriate to the class of road and the character of the topography is
preferable to an alignment with numerous short lengths of grade and vertical curves. The 'roller
coaster' or 'hidden dip' type of profile should be avoided.

5.5.1Grade
One of the important considerations in designing vertical alignment is the gradient. The cost of
operation of vehicles the speed of vehicles and the capacity of a highway are profoundly affected
by the grades provided in order to limit the effect of grade on vehicular operation. Generally,
grades should be as flat as possible consistent with economy. Steeper grades produce variation in
speeds between lighter vehicles and the heavier vehicles both in the uphill and downhill
directions. This speed variation produces the potential for accident rates and lower traffic
capacity. In addition, freight costs are increased due to the slow speed of heavy vehicles.
Maximum Gradients It is undesirable to have a very long length of steep grade. On both the
upgrade and down grade, the lower operating speed of trucks may cause inconvenience to other
traffic. For very low level of traffic flow represented by only a few four-wheel drive vehicles, a
maximum traversable gradient of up to 18 percent is used. Small commercial vehicles can
usually negotiate an 18 percent gradient; whilst two-wheel drive trucks can successfully manage
gradients of 15-16 percent except when heavily laden.a Maximum „absolute‟ gradient and
maximum „desirable‟ gradient are therefore extremely important criterion that greatly affects
both the serviceability and cost of the road.
The selection of the maximum grade for a highway depends on;
 Visibility related to sight distance.
 Cost of vehicle operation
 Cut and fill (earth work
 Passengers comfort.
 General appearance and
 Existing road intersections & adjacent land use
Table5.14Maximum Gradient for paved sections

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Minimum Gradients The minimum gradient for the usual case is 0.5 percent. However, flat and
level gradients on uncurbed paved highways are acceptable when the cross slope and
carriageway elevation above the surrounding ground is adequate to drain the surface laterally.
With curbed highways or streets, longitudinal gradients should be provided to facilitate surface
drainage.
Critical length of gradient Critical length may be defined at the point at which a truck reaches a
certain speed or the point at which it has lost a certain amount of speed. Critical length of
gradient is considered to be the maximum length of a designated upgrade upon which a loaded
truck can operate without unreasonable reduction in speed. Critical length of gradient is, to some
extent, dependent on the gradient of the approach; a downhill approach will allow vehicles to
gain momentum and increase the critical length. In general, the critical length of gradient
decreases as gradient increases. Where it is necessary to exceed the critical length of gradient on
heavily trafficked roads, it is desirable to provide either with safe passing distances on the rise, or
a climbing lane for heavy vehicles.
Climbing Lanes A climbing lane is an effective means of reducing the impact of a steep
gradient. A climbing lane is an auxiliary lane added outside the continuous lanes and has the
effect of reducing congestion in the through lanes by removing slower moving vehicles from the
traffic stream. It also enhances road safety by reducing the speed differential in the through lane.
The requirements for climbing lanes are therefore based on road standard, speed and traffic
volume.

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Table 5.15 Climbing Lanes

As per ERA

5.5.2 Curve Geometry

Generally, the type of vertical curve is a parabolic curve. The parabola is normally used because
of its constant rate of change of curvature, simplicity and visibility along its length. According to
the topography (position of gradient) vertical curves are of two types
A) Crest curve If the offsets of curve are below the tangent line (grade) the curve is called crest
This curve occurred;
I. If there is a change in gradient from large positive to small positive.
II. If there is a change in gradient from positive to negative.
III. If there is a change in gradient small negative to large negative.
B) Sag curve If the offsets of curve are above the tangent the curve is called sag curve. This
curve occurred;
I. If there is a change in gradient from large negative to small negative and,
II. If there is a change in gradient from negative to positive.
III. If there is a change in gradient from small positive to large positive

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 Table 5.15 Calculation summary of vertical curves 5

Curve Curve (G2- A=/G2- VD K Lcal Lprov

.No type G1)% G1/
1 Sag 1.78 1.78 85 36 64.08 200
2 Crest -1.60 1.60 70 25 40 200

5.5.3 Vertical Curve Formula

Vertical curves are required to provide smooth transitions between consecutive gradients. The
simple parabola is specified for these. The parabola provides a constant rate of change of
curvature, and hence acceleration and visibility, along its length and has the form:

BVC=beginning of the vertical curve

EVC=end of the vertical curve
Y(x) =Elevation of a point on the curve (meters)
R =rate of change of grade per section (% per meter),
g1 =starting gradient (%), g2 =Ending gradient (%),
L =length of curve (horizontal distance) in meters,
x = horizontal distance from the BVC (meters/100)
A=g1-g2 (%) Useful relations are;
Y(x)=Y (0) +g1X/100 ……………..Equation of tangent g1
Y(x) =Y (L) +g2 *(X-L)/100……….Equation of tangent g2
Y (L) = (g1+g2) L/200+Y (0)………The y coordinate of EVC
Minimum Length of Crest Curves
The minimum length of crest curves has been designed to provide sufficient sight distance
during day light conditions. The sight distance and the length of the curve can be related to each
other in one of two ways. Sight distance S and length L are considered to be horizontal
projections of the lines of sight and the length of curve respectively. The first possibility is that
the sight distance is less than the length of the curve. Alternatively, the length of the curve could
be less than the sight distance. Depending on SSD and the value of L, additional formulas to find
L is also given below.
For Crest curve
1. Length require for minimum curvature,K
L=K*A

2. Length required for SSD

When SSD<L

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 √ √

When SSD>L

√ √
[ ]

3. Length required for passengers comfort

4. Length required for aesthetics for road profile (Appearance)
La=30*A
Where L= minimum length of vertical crest curve (meters)
S = required sight distance (meters)
h1 =driver eye height (meters) taken as 1.07 m
h2 = object height (meters) taken as 0.2m and 0.6 m
K= is a constant for given values of h1, h2, stopping sight distance (S) and speed.
It is assumed that adequate sight distance will be available on sag curves in daylight. However, at
night, visibility is limited by the distance illuminated by the headlamp beams. Therefore, it is
recommended that, for most situations, sag curves are designed using a driver comfort criterion
of vertical acceleration. A maximum acceleration of 0.3m/sec2 is often used this translates in to
K>V2/395 Where, V is the velocity in Km/hr.

Table 5.16 minimum value of K for sag curve

As per ERA

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Table 5.17 Minimum k values for crest vertical curves (paved roads)

As per ERA

Sample calculation for crest curve

Curve1

Data required for design Chain age of

PVI=12+308.02

𝐸 𝐼=553.28

Design speed ------ 70km/hr.

Topography --------- flat

Maximum gradient desirable ---- 3%

Maximum gradient absolute ------ 5%

Gradient ---- g1=1.24% and g2=--0.36%

Curve type ---- Crest Curve

Minimum gradient ----- 0.5% Min.

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2. Calculation of

i. Length of crest curve required for minimum curvature

= AK = 1.60*30=48m

Where:- A (the algebraic difference of the two gradient) = |g2 – g1|% = |-0.36-1.24|% = 1.60%

K (rate of vertical curvature) = 30

ii. Length of crest curve required for safe stopping sight distance

𝐷=0.278 + 2/254( +𝑔)

=0.278*70*2.5+702/254 (0.285) =135.37

Thus SSD = 135.37

A. When sight distance is, SSD>L

√ √
[ ]

= 2*135.37- (200*(1.07^.5+0.6^.5)^2)/1.6%= -138.32m

B. When sight distance is, SSD<L

√ √

= 1.6*135.37^2/ (100((2*1.07)^.5+(2*0.6)^.5)^2)=54.88m

Thus since there isn‟t negative distance Lsd =54.88m

Where:- H1 = driver eye height = 1.07m

H2 = tail light height = 0.6m

iii. Length of crest curve required for aesthetic value

La = Vd2*A/389 = 702*1.6/389=20.15m

Length of curve = max {calculated length} = 54.88m > = 48m thus safe.

iv. Calculation of curve elements

𝐶h 𝑔 P 𝐶= h 𝑔 𝐼− /2=12+308.02−27.44=12+280.58

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𝐶h 𝑔 P T= h 𝑔 P T+ /2=12+308.02+27.44=12+335.46

𝐸 P 𝐶 =𝐸 𝐼−/𝑔1/ /2

=553.28− (1.24/100)54.88/2

=552.94

𝐸 P T=𝐸 𝐼+/𝑔2/ /2 C

=553.28+(-0.36/100)54.88/2

=553.38

v. Curve setting out Hence, the equation of parabola at x distance

𝑌=𝐺 2/2 +𝑔1 +𝐸 P 𝐶

Where G = g2 – g1 =-1.6% Thus

𝑌= −0.000146 2+0.0124 +522.94

Table 5.18 Setting out of vertical curve

Station Distance(x) Cumulative distance 𝑌= −0.000146 2+0.0124

+522.94
12+280.58 0 0 522.94
12+308.02 27.44 27.44 523.17
12+335.46 27.44 54.88 553.38
By similar procedures the remaining vertical curves can be calculated.

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 CHAPTER 6

PAVEMENT DESIGN
6.1 General
The pavement is one of the high cost items in any road construction project, whether new
Construction or upgrading or rehabilitation. A pavement structure is a layer structure which
supports the vehicle load on its surface and transfers and spread the loads to the sub grade
without exceeding either the strength of the sub grade or the internal strength of the pavement
itself.

In order to provide and even surface for the traffic, a roadway is provided with a suitably
designed and constructed pavement structure. The goal of the pavement design is to limit, during
the process considered, deteriorations which affect the riding quality, such as, in the case of
flexible pavements, cracking, rutting, potholes and other such surface distresses to acceptable
levels.
The objective of structural pavement design is to provide a road surface which can withstand the
expected traffic loading over the design period without deteriorating below a predetermined level
of service. The basic idea in building a pavement for all-weather use by vehicles is to prepare a
suitable subgrade, provide necessary drainage and construct a pavement that will:
 Have sufficient total thickness and internal strength to carry expected traffic
loads.
 Have adequate properties to prevent or minimize the penetration or internal
accumulation of moisture, and
 Have a surface that is reasonably smooth and skid resistant at the same time, as
well as reasonably resistant to wear, distortion and deterioration by weather.
A pavement layer is considered more effective if it is able to distribute the wheel load stress
through a layer area per unit depth of the layer, with sustaining of an allowable amount of
temporary deformation.

6.2 Types of pavement

Based on the structural behaviors, pavements are generally classified into two categories

 Flexible pavement
 Rigid pavement

6.2.1 Flexible pavement

Flexible pavements primarily include those pavements that have a bituminous (surface dressing
or asphalt concrete) surface. It is intended to limit the stress created at the sub grade level by the

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Traffic traveling on the pavement surface, so that the sub grade is not subject to significant
Deformations. A flexible pavement is one, which has low flexural strength, and the load is
largely transmitted to the sub grade soil through the lateral distribution of stresses with
increasing depth. The pavement trickiness is designed such that the stresses on the sub grade soil
are kept within its bearing capacity and the sub grade is prevented from excessive deformation.
The strength and smoothness of flexible pavement structure depends to a large extent on the
deformation of the sub grade soil. The goal of the pavement design is to limit, during the period
considered, deteriorations which affect the riding quality, such as, in the case of flexible
pavements, cracking, rutting, potholes and other such surface distresses to acceptable levels.

Fig 6.1 Flexible Pavement Structure

Generally, two types of construction have been used for flexible pavements: conventional
flexible pavement and full-depth asphalt pavement. A third type is composite pavement.

6.2.1.1 Conventional Flexible pavements

Conventional flexible pavements are multilayered structures with better materials on top where
the intensity of stress is high and inferior materials at the bottom where the intensity is low. This
design principle makes possible to use local materials and usually results in a most economical
design. This is particularly true in regions where high-quality materials are expensive but local
materials of inferior quality are readily available. Starting from the top, a conventional flexible
pavement normally consists of surface course, base course, sub base course, compacted sub
grade, and natural sub grade. For the purpose of decreasing the load distribution to the sub grade
and to limit the deflection of pavement structure.

A. Surface Course:

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 The surface course is the top course of an asphalt pavement, sometimes called the wearing
course. It is usually constructed by dense graded hot-mix asphalt. It is a structural part of the
pavement, which must be tough to resist distortion under traffic and provide a smooth and
skid resistant riding surface. The surface course must be waterproof to protect the entire
pavement and sub grade from the weakening effect of water.
B. Base course:
The base course is the layer of material immediately beneath the surface course. It may be
composed of well graded crushed stone, granular material mixed with binder, or stabilized
materials.
 It is the main structural part of the pavement and provides a level surface for laying
the surface layer.
 If constructed directly over the sub grade, it prevents intrusions of the fine sub
grade soils into the pavement structure.
C. Sub base Course
The sub base course is the layer of material beneath the base course constructed using local
and cheaper materials for economic reason on top of the sub- grade.
 It provides additional help to the base and surface courses in distributing the loads.
 It facilitates drainage of free water that might get accumulated below the pavement.
 If the base course is open graded, the sub- base course with more fines can serve as a
filter between the sub- grade and the base course.
D. Sub–grade :
Sub grade is the foundation on which the vehicle load and the weight of the pavement layers
finally rest
 It is a layer of selected material compacted to the desirable density near the optimum
moisture content.
 It is graded in to a proper shape, properly drained, and compacted to receive the
pavement layers.

6.2.1.2 Full-Depth Asphalt Pavements

Full-depth asphalt pavements are constructed by placing one or more layers of hot-mix asphalt
directly on the sub grade or improved sub grade. This concept was conceived by the Asphalt
Institute and is generally considered the most cost-effective and dependable type of asphalt
pavement for heavy traffic and quite popular in areas where local materials are not available.

By considering the following advantages a design of flexible pavement have been chosen.
 The initial investment is less costly.
 Adjusts to limited differential settlement
 Can easily be repaired and additional thickness added at any time
 Non-skid properties do not deteriorate
 Quieter and smoother
 Tolerates a greater range of temperature

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6.2.2 Rigid pavement
The rigid (or concrete) pavement is made up of Portland cement concrete. It is also called
concrete pavements as the name implies, are rigid and very strong in compression. The strength
of the pavement is contributed mainly by a concrete slab, unlike flexible pavements where
successive layers of the pavement contribute cumulatively. The rugose surface required for an
adequate resistance to skidding in wet conditions can be provided by dragging stiff brooms
transversely across the newly-laid concrete or by cutting shallow randomly spaced grooves in the
surface of the hardened concrete slab.
The pavement design manual-II of ERA implies the following advantages:
 It is feasible to design rigid pavements for longer design lives, up to 60 years.
 Little maintenance is generally required
 Rigid pavement do not deform under traffic
 A relatively thin pavement slab distributes the load over a wide area due to its high
rigidity. Localized low strength subgrade materials can be overcome due to this wider
distribution area.
 Concrete is very resistant to abrasion making the anti-skidding surface texture last longer.
 In the absence of deleterious materials (either in the aggregate or entering the concrete in
solution from an external source), unlike with flexible pavements, concrete does not
suffer deterioration from weathering. Neither its strength nor its stiffness is materially
affected by temperature changes.
The main disadvantages compared to flexible pavements are as follows:
 The initial investment is often more costly.
 If badly designed or not properly constructed, they tend to be more troublesome and
reconstruction or repair is more difficult.

Design process
The main steps involved in designing a new road pavement;
 Estimating the traffic in terms of the cumulative number of equivalent standard axles
(CESA) that will use the road over the selected design life.
 Characterizing the strength of the subgrade soil over which the road is to be built.
 selecting an adequate pavement structure, i.e. pavement materials and layer thicknesses
providing satisfactory service over the design life

6.3 Design Period

Determining an appropriate design period is the first step towards pavement design. Many
factors may influence this decision, including budget constraints. However, the designer should
follow certain guidelines in choosing an appropriate design period, taking into account the
conditions governing the project. Some of the points to consider include:
 Functional importance of the road.
 Traffic volume.
 Location and terrain of the project.
 Financial constraints.
 Difficulty in forecasting traffic.

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Table 6.1 Road classification and design period 6
Road classification Design period(years)
Trunk road 20
Link road 20
Main access road 15
Other road 10
Source ERA
According to the functional classification of roads of ERA Geometric Design Manual the Wetyio
to Turmi road falls in to the Link Road class. Depending on the table above the design period for
a main access road is 2o years.

6.4 Determination of Cumulative Traffic Volumes

In order to determine the cumulative number of vehicles over the design period of the road, the
following procedure should be followed:

1. Determine the initial traffic volume, AADT0, of each traffic class using the results of the
traffic survey and any other recent traffic count information that is available.

2. Estimate the annual growth rate “I” expressed as a decimal fraction, and the anticipated
number of years “x” between the traffic survey and the opening of the road.

3. For each vehicle class, estimate the traffic in the first year that the road is opened to traffic.
For normal traffic this is given by

𝐷 𝐷

4. For each vehicle class, add the estimate for diverted traffic and for generated traffic if any are
anticipated. For structural pavement design the cumulative traffic loading of each of the
motorized vehicle classes over the design life of the road in one direction is required. For a given
class, m, this is given by the following equation:

[ ]
𝐷

Where T = the cumulative traffic of traffic class

AADT = The AADT of traffic class in the first year

N = the design period in years

i = the annual growth rate of traffic in percent

D= directional distribution factor =100%=1, because we take the traffic counted in one direction.

L = lane distribution factor.

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6.5 Axle Loads

6.5.1 Axle equivalency

The damage that vehicles do to a paved road is highly dependent on the axle loads of the
vehicles. For pavement design purposes the damaging power of axles is related to a “standard”
axle of 8.16 metric tons using empirical equivalency factors. In order to determine the
cumulative axle load damage that a pavement will sustain during its design life, it is necessary to
express the total number of heavy vehicles that will use the road over this period in terms of the
cumulative number of equivalent standard axles (ESAs). Axle loads can be converted and
compared using standard factors to determine the damaging power of different vehicle types. A
vehicle‟s damaging power, or Equivalency Factor (EF), can be expressed as the number of
equivalent standard axles (ESAs), in units of 80kN. The design lives of pavements are expressed
in terms of the ESAs they are

Table 6.2 Percentage ESAs per lane for multiple

Percent of ESAs in design lane Number of lanes in each direction

100 1
80-100 2
60-80 3
Source; ERA manual

Table 6.3 Equivalency Factors for Different Heavy Vehicle Configurations

Vehicle type Number of axles Average ESAS per average ESAs per
vehicle-all load vehicle half load
Car 2 0 0
4 wheel drive 2 0 0
Minibus 2 0.3 0.15
Bus/coach 2 2 1
Small truck 2 1.5 0.7
Medium truk 2 5 2.5
Large 2axle truck 2 10 5
3-axle truck 3 12 3.5
4-axel truck 4 15 7.5
5-axel truck 5 17 8.5
6-axel truck 6 17 8.5
2-axel trailer 2 10 5
3 or 4 axle trailer ¾ 12 6

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The cumulative ESAs over the design period for each vehicle class is obtained by multiplying EF
by the cumulative traffic, T. The total number of cumulative standard axles for all vehicle classes
is then obtained by adding together the values of EF x T for all the classes. Finally, the
cumulative ESAs over the design period (N) are calculated as the products of the cumulative
one-directional traffic volume (T) for each class of vehicle by the mean equivalency factor for
that class and added together for each direction. The higher of the two directional values should
be used for design. The relationship between a vehicle‟s EF and its axle loading is normally
considered in terms of the axle mass measured in kilograms. The relationship takes the form:
𝐸𝑞𝑢 𝑦 =[ /8160]n where ; = n = a power factor that varies
depending on the pavement construction type and sub grade but which can be assumed to have a
value of 4.5 and the standard axle load is taken as 8160kg/80KN with the summation taken over
the number of axles on the vehicle in question.

According to Recent traffic data collected in 2019 for 7 days count, a total traffic of AADT of
522 vehicles from Weyito to Turmi was indicated.

Table 6.4 The normal base year (2019) traffic is given as follows

Vehicle Car LR SB LB ST MT HT TT Total

type
AADT0 0 95 63 45 79 59 64 117 522

AADT (road opening) = AADTₒ (base year)*(1+i) n n =4

i=0.097

Using the above formula and growth rate described in the table the generated traffic on the year
2019 is given below.

Table 6.5 Traffic at the opening of the road (2023)

M/T
Traffic CA L/RO S/TRUC RUC H/TR
category R VER S/BUS L/BUS K K UCK T&T Total
Normal
Traffic 0 138 91 65 114 85 93 169 755
Diverted
Traffic (15%) 0 21 14 10 18 13 14 26 116
Generated
Traffic (13%) 0 18 12 9 15 12 12 23 101
Total Traffic 0 177 117 84 147 110 119 218 971

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 [ ]
𝐷

Table 6.6 Analysis of CESAs

AADT2023 EF T CESAs 10^6*CESAs

Car 0 0 0 0 0
LR 177 0 507471.4 0 0
SB 117 0.3 335447.2 100634.2 0.100634
LB 84 2 240833.9 481667.8 0.481668
ST 147 1.5 421459.3 632188.9 0.632189
MT 110 5 315377.7 1576889 1.576889
HT 119 10 341181.3 3411813 3.411813
TT 218 10 625021.3 6250213 6.250213
TOTAL The traffic
class is T7
12.45341

The traffic class for a given highway is determined by the magnitude of total ESAs based on
ERA

Table 6.7 classification traffic

Traffic classes Range (106ESAs)

T1 <0.3
T2 0.3-0.7
T3 0.7-1.5
T4 1.5-3.0
T5 3.0-6.0
T6 6.0-10
T7 10-17
T8 17-30

Based on the calculation above the total CESAS of the corridor of the project is12.664*106
that used to classify the road to Traffic class of T7.

6.6 Subgrade
The type of subgrade soil is largely determined by the location of the road. However, where the
soils within the possible corridor for the road vary significantly in strength from place to place, it

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is clearly desirable to locate the pavement on the stronger soils if this does not conflict with other
constraints. The strength of the road subgrade for flexible pavements is commonly assessed in
terms of the California Bearing Ratio (CBR) and this is dependent on the type of soil, its density,
and its moisture content.
Direct assessment of the likely strength or CBR of the subgrade soil under the completed road
pavement is often difficult to make. Its value, however, can be inferred from an estimate of the
density and equilibrium (or ultimate) moisture content of the subgrade together with knowledge
of the relationship between strength, density and moisture content for the soil in question. This
relationship must be determined in the laboratory. The density of the subgrade soil can be
controlled within limits by compaction at suitable moisture content at the time of construction.
The moisture content of the subgrade soil is governed by the local climate and the depth of the
water table below the road surface.

6.6.1 Subgrade Strength Class Based on CBR Value

The type of sub-grade soil is largely determined by the location of the road. However, where the
soils within the possible corridor for the road vary significantly in strength from place to place, it
is clearly desirable to locate the pavement on the stronger soils if this does not conflict with other
constraints. For this reason, the pavement engineer should be involved in the route corridor
selection process when choices made in this regard influence the pavement structure and the
construction costs. The strength of the road sub-grade for flexible pavements is commonly
assessed in terms of the California bearing ratio (CBR) and this is dependent on the type of soil,
its density, and its Moisture content. Direct assessment of the likely strength or CBR of the sub-
grade soil under the Completed road pavement is often difficult to make. Its value, however, can
be inferred from an estimate of the density and equilibrium (or ultimate) moisture content of the
sub-grade together with Knowledge of the relationship between strength, density and moisture
content for the soil in question. This relationship must be determined in the laboratory. The
density of the sub-grade soil can be controlled within limits by compaction at suitable moisture
content at the time of construction. The moisture content of the sub-grade soil is governed by the
local climate and the depth of the water table below the road surface. The design CBR is the 90%
lie value of CBRs of homogeneous sections .That is the CBR value which is 10% of the last
results fall below. To calculate the 90% value of the CBR the following formula is used.
Design CBR=0.1*(N-1)
Where; N=the number of CBR test results in the homogenous

Table 6.8 CBR data

Station CBR%
0+000.00 9.5
3+032.73 7.3
4+955.46 6.5
9+901.29 8
16+699.67 7
16+961.73 10

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20+779.02 12
21+872.82 9
12+280.58 8
12+308.02 11

Design CBR=0.1*(N-1)

d =0.1*(10-1) =0.9

No CBR
1 6.5
2 7
3 7.3
4 8
5 8
6 9
7 9.5
8 10
9 11
10 12

CBR
14

12

10

8
(0.9,6.5)
6 CBR

0
0 2 4 6 8 10 12

Figure 6.2 CBR graph

From the above graph the design CBR is the CBR value at d=0.9, so CBR is 6.5%. The structural
catalogue for the design of sub grade strength can be assigned to one of the six strength classes
reflecting the sensitivity of thickness design to sub grade strength. Sub grade strength class from
ERA 2013

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Table 6.9 Sub -grade classification

Class CBR range (%)

S1 <3
S2 3-4
S3 5-7
S4 8-14
S5 15-30
S6 >30
The design CBR value, 6.5% lies between 5-7 ranges of CBR Thus, this sub grade strength class
belongs to S3

6.7 Selection of alternative layer

The design of the pavement thickness depends on the traffic class and sub grade strength of the
pavement to be designed. Based on the combination of traffic class and sub grade strength, we
have different combination for the determination of pavement thickness Therefore, by combing
the traffic class (T7) and sub- grade class (S3) we can develop alternatives to choose pavement
thickness.

Table 6.10 Pavement Thickness

Chart Pavement Description Relative unit Total cost

number thickness cost
in mm
A2 150 Bituminous road base 1.29 2.86
125 Bituminous (HMA) wearing coarse 0.56
and binder coarse
150 Granular road base,GB1 0.82
150 Granular capping layer ,GC 0.19
225 Cement or lime stabilized road base 0.63 1.31
A3 ,CB2
225 Cement or lime stabilized sub base 0.49
CS
175 Granular capping layer ,GC 0.19
125 Bituminous (HMA) wearing coarse 0.56 1.68
and binder coarse
C1 200 Granular road base,GB2 and 3 0.49
275 Cement or lime stabilized road base 0.63
,CB2
C2 125 Bituminous (HMA) wearing coarse 0.56 2.34
and binder coarse
150 Granular road base,GB2 and 3 0.96
200 Cement or lime stabilized road base 0.63
,CB2
125 Granular capping layer ,GC 0.19
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 90 Bituminous (HMA) wearing coarse 0.74 2.85
and binder coarse
D1 150 Bituminous road base 1.29
150 Cement or lime stabilized road base 0.63
,CB2
150 Granular capping layer ,GC 0.19

The choice of chart will depend on a variety of factors but should be based on minimizing total
transport costs. Factors that will need to be taken into account in a full evaluation include

 the likely level and timing of maintenance

 The probable behavior of the structure
 experience and skill of the contractors and the availability of suitable equipment
 the cost of the different materials that might be used
 other risk factor
From the above table the minimum relative cost is 1.31 (chart no A3)

Therefore, our pavement thickness will be: Table5.11 Selected pavement structure

225 Cement or lime stabilized road base ,CB2

255 Cement or lime stabilized sub base CS
175 Granular capping layer ,GC

Table 6.3: Selected layer thickness for construction

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 CHAPTER SEVEN

EARTH WORK
7.1 Introduction
Earthwork is excavation of material from cutting and/or construction of embankments which is
required to convert right of way from natural condition and configuration to a level that is ready
for pavement works as prescribed in the design of the road. Earth work in high way design
includes determination of cuts and fills, location of borrow, waste sites, the free haul and over
haul distance determination. Key terms and definitions associated with this process include:

Borrow - material not obtained from roadway excavation but secured by widening cuts,
flattening back slopes, excavating from sources adjacent to the road within the right-of-way, or
from selected borrow pits as may be noted on the plans.

Waste - material excavated from roadway cuts but not required for making the embankment.

Free Haul - the maximum distance through which excavated material may be transported
without the added cost above the unit bid price

Overhaul - excavated material transported to a distance beyond the free haul distance.
Economic Limit of Haul - distance through which is more economical to haul excavates
material than to waste and borrow. The careful attentions to limiting earthwork quantities
through the preparation of a mass haul diagram are essential elements in providing the best-
combined horizontal, vertical, and cross sectional design. This is especially true when the design
includes consideration of the least cost in relation to earthworks. Earth work includes:

 Clearing and Grubbing

 Roadway excavation: This consists of common or soft excavation, intermediate and hard

 Excavation of drainage channels

 Borrow excavation
 Haul & overhaul: Removal and stockpiling of unsuitable excavated material off the right
of limit.
 Sub grade preparation: this consists of assessment of sub grade material, removal and
replacement of unsuitable material as necessary, and preparation graded road bed for
surfacing or surfaced road bed for paving. The compacted sub grade may be the surfaced
layer of sub grade, compacted in cut areas, or embankment material in fill zone.
 Grading
 Structure excavation and backfill
 Compaction
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  Preparation of side slopes
 Protection of earthworks: This work covers protection of earthworks including
excavation, embankment, slopes and sub grade from effects of weather.

7.1. Excavation
There are three types of excavations in the construction of highway.

1. Road way and drainage excavation

This is the excavating and grading of the road way and ditches including the removal of all
excavated materials and all work needed for the construction and completion of the cuts,
embankments, ditches, approaches, intersections and similar operations of the work.

2. Excavation for structures

This refers to the excavation of materials in order to permit the construction of pipe culverts,
concrete box culverts, foundation for bridges, retaining walls and practically all other structures
that may be required in particular work.

3. Borrow excavation When sufficient materials for the formation of embankments and
other elements of the road way structures is not available for excavation performed
within the limit of the right of way, additional suitable materials is generally taken from
the borrow pits. Excavated materials are usually classified as:
 Common excavation: is largely earth, or with detached boulders.
 Loose excavation: usually refers to rock which can be removed pick and bar, also the use
of power shovels or blasting may be advantageous.
 Solid rock excavation: comprises hard rock in place and boulders that can be removed
only by the use of drilling and blasting equipment. The estimation of earth quantities
deserves a detailed treatment. According to ERA specification the rate of earth work in it
such as:-
 Excavation in borrow area
 Transporting to the site of embankment including all lifting and loads not greater than 50
meter.
The quantity of work in embankment and cuts are computed by the cross sectional end area
method. The area of earth work in each cross section is computed by the help of mm paper or
Plano meter and also can be calculated by using software programs.

Basic earth work operations:

1 Clearing and grubbing (m2): the removal of topsoil, trees, bushes, shrubs, vegetation,
stumps, rubbish and cutting down and uprooting of trees up to any girth.

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 2 Excavation (m3): the process of loosening and removal of soil and rocks. It can be done
for three reasons in order to maintain the grades for :-

 Roads and drainage

 For structure foundation
 For borrow excavation
Classification of excavation

 Rock excavation
 Common excavation
 Borrow excavation
 Unsuitable material excavation: removal and disposal of unsuitable materials for the road.
3 Embankment /compaction (m3k.hr): densification of fill section of the road.
4 Transporting /hauling: moving excavated material place to place: Unit price of
excavation including the cost of transportation from cut to fill is free haul.

7.1.1 Shrinkage and Swell

Materials are swelling during excavation or shrink during compaction in the construction site.
For this reason shrinkage and swelling factors should be included in estimating the quantities.

Table 7.1 Shrinkage factor for different types of soil

Types of soil Shrinkage factor

Light soil(ordinary ground) 10-25%
Light soil(swamp ground) 20-40%
Heavy soil Up to100%

7.2 Estimation of Earthwork

The steps involved in the computation of earth work quantities and the development of the
optimal mass haul diagram are:

a) End area calculation

b) Volume calculation

c) Earthwork calculation

d) Preparation of mass haul diagram

e) Balancing earth works using the mass haul diagram

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There are several ways of calculating earthwork but the most common is the "average end area"
method. This method consists of averaging the cut and fill quantities of adjacent stations and
multiplying by the distance between stations to produce cubic meters of excavation and
embankment between the two stations. This procedure is followed when manual methods are
used. Projects designed by computer will be tabulated on the mass plot listing and these
calculations are integral parts of the alignment design program. Compaction factors of excavated
material must be determined or estimated in order to determine earthwork quantities of
excavation and embankment. When common material is excavated from natural ground and
compacted in an embankment, it loses volume. When solid rock is broken up and compacted in
an embankment, it usually swells. Compaction factors should be determined or estimated for
each project taking into consideration the various types of soils and depth of proposed cuts and
fills. The designer should avoid using one factor for the entire project as these results in incorrect
distribution of earthwork quantities. Cuts through rock should be classified using parameters,
such as swell, associated with the particular rock, and not as a common value for all types of
excavation. Sometimes the use of stripping factors or pre-rolling factors of the natural ground
prior to placing embankments is employed. This is done by assuming that the natural ground will
be stripped or be compacted a certain depth, such as 75 – 100 millimeters, thus increasing the
volume of the required embankment to be placed on the natural ground. This assumption may
prove satisfactory on projects following virgin country having fairly uniform type of soil,
however, problems develop on projects that follow an existing road as only those areas beyond
the toe of slopes of the existing roadway will compact the estimated depth. This manual does not
recommend the use of natural ground or stripping factors on ERA projects. Instead it is
recommended that if the designer considers this volume to be significant, it is recommended to
increase the compaction factors from –20 % to –25 %.

a) End area calculation

Areas of station cross sections are calculated first for earthwork calculations. Based on the shape
of the cross sections, two types of area calculation methods are adopted.

 Simple geometric method: is calculation method for regular cross sections like
Trapezoidal &Triangular.
 Coordinate method: is calculation method for irregular cross sections
A = ½{(y1x2+y2x3+………+ynx1) - (x1y2+x2y3+……..+xnyl)}
b) Volume calculation
The volume of earth work from the successive cross sections can be computed by different
formulas like average end area method, (trapezoidal method) or primordial formula. Since
trapezoidal method is simple and widely accepted we have used it to compute the volume

Where: V= volume in m3
A1and A2 = areas of successive cross-section in m2

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 L= distance between successive cross section in m and it is considered to be 18m in this
project.

C) Earth work calculation: This method consists of averaging the cut and fill quantities of
adjacent stations and multiplying by the distance between stations to produce cubic meters of
excavation and embankment between the two stations.
Frequently it is considered the value of L to be 21.872 km; our project is also considering
18m chain age. To determine the cost needed for the earthwork first we must quantify the
total volume of cut and fill by considering the swelling factor and shrinkage factor. In this
project it is assumed a swelling factor of 25% and factor shrinkage 10% because the soil is
light ordinary ground on fill and cut volumes respectively
Shrinkage factor (SF) = 1 – shrinkage percentage = 1-0.1 = 0.9
Adjusted fill = fill/SF
 Total volume of cut is the sum of all adjusted volume of cuts from station to station.
Total adjusted cut=excavation volume *adjustment factor
 Total accumulated fill is the sum of the embankments from station to station without
adjustment.
The mass ordinate can now be calculated by taking the algebraic sum of the adjusted excavation
and unadjusted embankment from station to station, using "+" for excavation and "-" for
embankment. But our project was computed using eagle point the output are listed in
APPENDIX 4.

7.3 Mass Haul Diagram

It is a graphical representation of the amount of earth work and embankment involved in a
project and the manner in which the earth is to be moved. The mass haul diagram is a curve
plotted on a distance base, the ordinate at any point of which represents the algebraic sum up to
that point of the volumes of cuttings and embankments from the start of the project or from any
arbitrary point. In obtaining the algebraic sum, cuttings are considered positive and
embankments negative. And the diagram helps us balance the earthworks, optimize the length of
leads from cuts to fill, locate job borrow areas. It is established design practice to achieve the
most economical solution when designing a road.
A key aspect in achieving this requirement is to seek a balance in earthworks and to reduce the
haulage distance from cuts to fills.
The steps involved in the computation of earthwork quantities and the development of the
optimal mass haul diagram are:
 End area calculations
 Earthwork calculations
 Preparation of mass haul diagram
 Balancing earthworks using the mass haul diagram
Of note is the fact that most current highway design computer programs will produce the mass
haul diagram as part of the output when typical sections and horizontal and vertical alignments
are inputs. A final stage of geometric design is then usually to make adjustments to the
alignments in the interests of balancing or minimizing the earthwork quantities.
General steps to be following for determining mass haul diagram are:
 Calculate fill and cut volumes separately
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  Correct the volumes calculated for swell and shrinkage Tabulate the corrected cut and fill
volumes, and aggregate volumes in the following format.

Table 7.2 Format of cumulative mass ordinate

Earthwork Qty Shrinkage/swel Earthwork Qty Aggregate

3 3
stations Cut(+)in Fill (-) in m l factor Cut(+) in m Fill (-) in volumes
m3 m3 in m3

The mass haul diagram shows excavation (adjusted) and embankment quantities from some point
of beginning on the profile, considering cut volumes positive and fill volumes negative. At the
beginning of the curve the ordinate is zero, and ordinates are calculated continuously from the
initial station to the end of the project. The mass haul diagram can be used to determine:
 Proper distribution of excavated material
 Amount and location of waste
 Amount and location of borrow
 Amount of overhaul in kilometer-cubic meters v Direction of haul.
Note that properties of mass haul diagrams are as follows:
 An upward slope on the mass curve indicates excavation, and conversely, a downward
slope indicates embankment. The steeper the slope of the mass curve, the greater the
cubic meters of excavation or embankment.
 The maximum ordinate of the mass curve occurs at the point where excavation ends
and embankment starts. Similarly, the minimum ordinate occurs at the point where
embankment ends and excavation starts.
 Cut and fill quantities between the points at which any horizontal line cuts off a loop of
the mass curve will exactly balance. Such horizontal lines are called balance lines and
the points at which these lines intersect the mass curve are called balance points.
 Areas below the balance line indicate that hauling of excavation to embankment is from
right to left, whereas areas above the balance line indicate that the haul is from left to
right.
 The area between a balance line and its corresponding loop of the mass curve is a
measure of haul (product of the volume and distance in station-meters).
 The ordinate at any station represents the accumulated amount of surplus or deficit of
material at the station. It does not indicate the amount of cut or fill volume at that
station.
The following Figure shows a mass haul diagram curve with an accompanying profile of existing
ground line and grade line.

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 Mass haul diagram
6000000
5000000
4000000
3000000
2000000
mass
1000000
0
0 200 400 600 800 1000 1200
-1000000
-2000000
-3000000

Figure 7.1 mass haul diagram

The double line in the profile and the mass haul diagram indicate areas of excavation. Arrows
indicate direction of haul. Note in the mass haul diagram that the material moves from the rising
line to the falling line.

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 CHAPTER 8

DRAINAGE DESIGN
8.1General

High way drainage is the process of removing and controlling excess surface and sub-surface water
within the right of way. It includes interception and diversion of water from the road surface and sub-
grade. During rains, part of the rain water flows on surface and part of it percolates through the soil mass
as gravitational water until it reaches the ground water below the water table. Removal and diversion of
surface water from the roadway and adjoining land is termed as surface drainage. Diversion or removal of
excess soil-water from the sub grade is termed as sub-surface drainage

8.2 Rational Method

Provides peak runoff rates for small urban and rural catchment areas, less than 50 hectares, but is best
suited to urban storm drain systems and rural ditches. And in our project we used this method.

8.3.1 Design using rational method

Given
Total road length 21 km
Road type DC6 link road
Time of inlet 10min
The farthest point on the catchment is 40m
 From 0+000 to 6+000 space grass land
 From 6+000 to 11+500 cultivated
 From 11+500 to 16+000 dense forest
 From 16 +000 to 21+872 cultivated
From ERA Manual
 For DC6: Carriage way = 7m ERA 2013 table 2.8
 For shoulder width = 2m ERA 2013 table 2.2

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 3.5

C1A1 3.5 Carriage way

C2A2 2 Shoulder
50

C3A

For station 0+000 to 6+000

From ERA 2013 table 5-6 &table 5-7
Surface run off coefficient
 For road way & shoulder (C1&C2)---------------------------------------------------0.8
 For flat, space grass land, organic silt and clay(C3)--------------------------------0.55
Then by using rational method
Q=0.00278CIA
C=(C1A1+C2A2+C3A3)/∑A
 A1 =3.5*6000=21000m2
 A2=2*6000=12000m2
 A3=44.5*6000=267000m2
∑A= A1 +A2 +A3 =300000m2=30 hectare
Then C=(C1A1+C2A2+C3A3)/∑A
=[((0.8*21000)+(0.8*12000)+(0.55*267000))/(300000)]
C= 0.57
I- intensity of rainfall read from the IDF graphs with the help of the following variable:
i) TC= time of concentration
ii) Recurrence year
iii) Region

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{TC=Te+TS } but Te=10min given
TS=distance/Vpermissible , since the stream bed type is clay we
take permissible velocity:
Vpermisible =1.1m/s from ERA 2013 & distance =6000
TS=6000/1.1=5454.54sec
TS=90.9min
Then TC=Te+TS =10min +90.9min
TC=100.9min
 Recurrence year =for link road =20 year form ERA
 Region – B2 from ERA 2013 table 5.4

Figure 8.1 Rainfall Intensity-Duration-Frequency Curve of Rainfall Region of B2 (Source,

ERADDM

Therefor I=35min/hr from the IDF curve of rainfall region A4

Then, Q1=0.00278CIA
Q1=0.00278(0.57)(35)(30)

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 Q1=1.66m3/sec
Finally for a given „Q‟ find the economical X-section of the canal
Assume trapezoidal x-section
Economical x-section

R Hydraulic radius
M Side Slop
A X-Sectional area
B Bottom width
T Top width
Y Depth
P Perimeter

 A=my2+By ; A=my2 +By

 P=B+2y√1 + 2 ; B=A/y –my-------------eqn (1)
From eqn (1)
2
P=A/y -my +2y√1 +
2
dp/dy =d/dy[A/y-my +2y √1 + ]
2
0=-A/y2-m+2y√1 +
2
A=Y2[2√1 + − ]
2
A=y2[2√1 + − ] ,but A=Q/V=1.66/1.1=1.51m2
1.51=y2[2√1 + (√3 1 )2 -1/ √3]
1.51= y2[1.732]
Y=0.87
But from eqn .1; 𝐵 = /𝑦 − 𝑦
B=1.51/0.87 –(1/√3)*0.87)
B=1.23m
=𝐵+2 𝑦
Y=0.87
= 1.23 + 2 1⁄√3 0.87
= 2.23
2
Then P=A/Y-my+2y√(1 + )

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P=1.51/0.87 –(1/√3 ) (0.87) + 2*(0.87)*√(1 + (1/√3)2)
P= 1.73 -0.5 +2
P=3.23m
Determination of bed slope
V=1/n R2/3S1/2, from mining equation
S=(Vn/R2/3 )2 , but for best economical section R=y/2=0.87/2 =0.435m
S=((0.28)(0.025)/(0.435)2/3)2
S=1.486*10-4
For station 6+000 to 11+500
From ERA 2013 table 5-6 &table 5-7
Surface run off coefficient
 For road way & shoulder (C1&C2)---------------------------------------0.8
 For flat, cultivated, organic silt and clay(C3)---------------------------0.5
Then by using rational method
Q=0.00278CIA
C=(C1A1+C2A2+C3A3)/∑A
 A1 =3.5*5500=19250m2
 A2=2*5500=11000m2
 A3=44.5*5500=244750m2
∑A= A1 +A2 +A3 =275000m2=27.5 hectare
Then C= (C1A1+C2A2+C3A3)/∑A
= [((0.8*19250) + (0.8*11000) + (0.5*244750))/(275000)]
C= 0.533
I- intensity of rainfall read from the IDF graphs with the help of the following variable:
i) TC= time of concentration
ii) Recurrence year
iii) Region
{TC=Te+TS } but Te=10min given
TS=distance/Vpermissible , since the stream bed type is clay we
take permissible velocity:

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Vpermisible =1.1m/s from ERA 2013 & distance =6012
TS=5500/1.1=5000sec
TS=83.3min
Then TC=Te+TS =10min +83.3min
TC=93.3min
 Recurrence year =for link road =20 year form ERA
 Region – B2 from ERA 2013 table 5.4
Therefor I=38min/hr from the IDF curve of rainfall region A4
Then, Q1=0.00278CIA
Q1=0.00278(0.533)(38)(27.5)
Q1=1.55m3/sec
Finally for a given „Q‟ find the economical X-section of the canal
Assume trapezoidal x-section
Economical x-section

R Hydraulic radius
M Side Slop
A X-Sectional area
B Bottom width
T Top width
Y Depth
P Perimeter

 A=my2+By ; A=my2 +By

 P=B+2y√1 + 2 ; B=A/y –my-------------eqn (1)
From eqn (1)
2
P=A/y -my +2y√1 +
2
dp/dy =d/dy[A/y-my +2y √1 + ]
2
0=-A/y2-m+2y√1 +
2
A=Y2[2√1 + − ]
2
A=y2[2√1 + − ] ,but A=Q/V=1.55/1.1=1.4m2
=y2[2√1 + (√3 1 )2 -1/ √3]

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1.4= y2[1.732]
Y=0.9
But from eqn .1; 𝐵 = /𝑦 − 𝑦
B=1.4/0.9 -((1/√3)*0.9)
B=1.04m
=𝐵+2 𝑦
Y=1.25
= 1.04 + 2 1⁄√3 0.9
= 2.08
2
Then P=A/Y-my+2y√(1 + )
P=1.4/0.9 –(1/√3 ) (0.9) + 2*(0.9)*√(1 + (1/√3)2)
P=3.12m
Determination of bed slope
V=1/n R2/3S1/2, from mining equation
S=(Vn/R2/3 )2 , but for best economical section R=y/2=0.9/2 =0.45m
S=((0.28)(0.025)/(0.45)2/3)2
S=1.42*10-4
For station 11+500 to 16+000
From ERA 2013 table 5-6 &table 5-7
Surface run off coefficient
 For road way & shoulder (C1&C2)------------------------------------------0.8
 For flat, dense forest, organic silt and clay(C3)---------------------------0.4
Then by using rational method
Q=0.00278CIA
C=(C1A1+C2A2+C3A3)/∑A
 A1 =3.5*4500=15750m2
 A2=2*4500=9000m2
 A3=44.5*4500=244750m2
∑A= A1 +A2 +A3 =269500m2=26.95 hectare
Then C=(C1A1+C2A2+C3A3)/∑A

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=[((0.8*15750)+(0.8*9000)+(0.4*244750))/(269500)]
C= 0.436
I- intensity of rainfall read from the IDF graphs with the help of the following variable:
i) TC= time of concentration
ii) Recurrence year
iii) Region
{TC=Te+TS } but Te=10min given
TS=distance/Vpermissible , since the stream bed type is clay we
take permissible velocity:
Vpermisible =1.1m/s from ERA 2013 & distance =4500
TS=4500/1.1=4090.9sec
TS=68.18min
Then TC=Te+TS =10min +68.18min
TC=78.18min
 Recurrence year =for link road =20 year form ERA
 Region – B2 from ERA 2013 table 5.4
Therefor I=45min/hr from the IDF curve of rainfall region A4
Then, Q1=0.00278CIA
Q1=0.00278(0.436)(45)(26.95)
Q1=1.47m3/sec
Finally for a given „Q‟ find the economical X-section of the canal
Assume trapezoidal x-section
Economical x-section

R Hydraulic radius
M Side Slop
A X-Sectional area
B Bottom width
T Top width
Y Depth
P Perimeter

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  A=my2+By ; A=my2 +By
 P=B+2y√1 + 2 ; B=A/y –my-------------eqn (1)
From eqn (1)
2
P=A/y -my +2y√1 +
2
dp/dy =d/dy[A/y-my +2y √1 + ]
2
0=-A/y2-m+2y√1 +
2
A=Y2[2√1 + − ]
2
A=y2[2√1 + − ] ,but A=Q/V=1.47/1.1=1.34m2
=y2[2√1 + (√3 1 )2 -1/ √3]
1.34= y2[1.732]
Y=0.87
But from eqn .1; 𝐵 = /𝑦 − 𝑦
B=1.34/0.87 -((1/√3)*0.87)
B=1.01m
=𝐵+2 𝑦
Y=0.87
= 1.01 + 2 1⁄√3 0.87
= 2.03
2
Then P=A/Y-my+2y√(1 + )
P=1.34/0.87 –(1/√3 ) (0.87) + 2*(0.87)*√(1 + (1/√3)2)
P=3.04m
Determination of bed slope
V=1/n R2/3S1/2, from mining equation
S=(Vn/R2/3 )2 , but for best economical section R=y/2=0.87/2 =0.44m
S=((0.28)(0.025)/(0.44)2/3)2
S=1.47*10-4

For station 16+000 to 21+872

From ERA 2013 table 5-6 &table 5-7
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Surface run off coefficient
 For road way & shoulder (C1&C2)---------------------------------------0.8
 For flat, cultivated, organic silt and clay(C3)---------------------------0.5
Then by using rational method
Q=0.00278CIA
C=(C1A1+C2A2+C3A3)/∑A
 A1 =3.5*5872=20552m2
 A2=2*5872=11744m2
 A3=44.5*5872=244750m2
∑A= A1 +A2 +A3 =277046m2=27.7 hectare
Then C=(C1A1+C2A2+C3A3)/∑A
=[((0.8*20552)+(0.8*11744)+(0.5*244750))/(277046)]
C= 0.534
I- intensity of rainfall read from the IDF graphs with the help of the following variable:
i) TC= time of concentration
ii) Recurrence year
iii) Region
{TC=Te+TS } but Te=10min given
TS=distance/Vpermissible , since the stream bed type is clay we
take permissible velocity:
Vpermisible =1.1m/s from ERA 2013 & distance =5872
TS=5872/1.1=5338.18sec
TS=88.97min
Then TC=Te+TS =10min +88.97min
TC=99.87min
 Recurrence year =for link road =20 year form ERA
 Region – B2 from ERA 2013 table 5.4
Therefor I=36min/hr from the IDF curve of rainfall region A4
Then, Q1=0.00278CIA
Q1=0.00278(0.534)(36)(27.7)
Q1=1.48m3/sec

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Finally for a given „Q‟ find the economical X-section of the canal
Assume trapezoidal x-section
Economical x-section

R Hydraulic radius
M Side Slop
A X-Sectional area
B Bottom width
T Top width
Y Depth
P Perimeter

 A=my2+By ; A=my2 +By

 P=B+2y√1 + 2 ; B=A/y –my-------------eqn (1)
From eqn (1)
2
P=A/y -my +2y√1 +
2
dp/dy =d/dy[A/y-my +2y √1 + ]
2
0=-A/y2-m+2y√1 +
2
A=Y2[2√1 + − ]
2
A=y2[2√1 + − ] ,but A=Q/V=1.48/1.1=1.345m2
=y2[2√1 + (√3 1 )2 -1/ √3]
1..345= y2[1.732]
Y=0.88
But from eqn .1; 𝐵 = /𝑦 − 𝑦
B=1.345/0.88 -((1/√3)*0.88)
B=1.01m
=𝐵+2 𝑦
Y=0.88
= 1.01 + 2 1⁄√3 0.88
= 2.03
2
Then P=A/Y-my+2y√(1 + )
P=1.345/0.88 –(1/√3 ) (0.88) + 2*(0.88)*√(1 + (1/√3)2)
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P=3.05m
Determination of bed slope
V=1/n R2/3S1/2, from mining equation
S=(Vn/R2/3 )2 , but for best economical section R=y/2=0.88/2 =0.44m
S=((0.28)(0.025)/(0.44)2/3)2
S=1.47*10-4

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 CHAPTER NINE

ROAD FURNITURE AND MARKINGS

9.1 Introduction
This chapter deals with road furniture and markings. These features include the elements
intended to improve the driver's perception and comprehension of the continually changing
appearance of the road. Elements addressed herein include traffic signs, road markings, marker
posts (guide posts and kilometer posts) traffic signals, and lighting. Traffic signs provide
essential information to drivers for their safe and efficient maneuvering on the road. Road
markings delineate the pavement edges and thereby clarify the paths that vehicles are to follow.
Marker posts assist in a timely perception of the alignment ahead and, when equipped with
reflectors, provide good optical guidance at night. Traffic signals are key elements for the
efficient functioning of many urban roads and for some rural junctions. Finally, lighting is
provided to improve the nighttime safety of a road. Generally road furniture and marking have
the following uses;
 To supply information on highway routes, directions and point of interest
 To regulate traffic by imparting messages to the driver when to stop, give way or limit
their speeds.
 To give timely warning of hazardous situations when they are not self-evident
Traffic signs, road markings, and marker posts shall conform to ERA/RTA standards.

9.2 Traffic Signs

The extent to which signs and markings are required depends on the traffic volume, the type of
road, and the degree of traffic control required for safe and efficient operation.
The safety and efficiency of a road depends to a considerable degree on its geometric design.
However, physical layout must also be supplemented by effective traffic signing as a means of
informing and warning drivers, and controlling drivers. Design of traffic signs and road markings
is an intricate part of the design process.
Traffic signs are of three general types:
a) Regulatory Signs: indicate legal requirements of traffic movement
b) Warning Signs: indicate conditions that may be hazardous to highway users
c) Informatory Signs: convey information of use to the driver
Warning sign
Some examples of warning sign include.

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  Zigzag
 Right turn
 Left turn
 Cross-road
 Steep slopes
 Narrow bridge etc.
Table 9.1 Summary of traffic signs provision in the project

Stations Type of sign Sub type Sign Purpose of Sign

3+023.25 Warning Right turn Indication of curve
3+140 Warning Steep slop Indication of slop
4+929.19 Warning Right turn Indication of curve
9+884.57 Warning Right turn Indication of curve
11+720 Warning Steep slop Indication of slop
11+680 Warning Steep slop Indication of slop
13+900 Warning Steep slop Indication of slop
16+684.19 Warning Left turn Indication of curve
16+966.59 Warning Left turn Indication of curve
18+820 Warning Steep slop Indication of slop
20+783.223 Warning Right turn Indication of curve
As the need arises, using the signs is advisable after finishing the construction of the road and
during its opening.
Some examples are listed below

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Figure 9.1 traffic sign Steep slope sign

9.3 Road Markings

The function of road markings is to encourage safe and expeditious operation. Road markings
either supplement traffic signs and marker posts or serve independently to indicate certain
regulations or hazardous conditions. There are three general types of road markings in use
pavement markings, object markings and road studs.

9.3.1 Pavement markings

Consist of centerlines, lane lines, no overtaking lines, edge lines, etc. Night time visibility of
these markings can be markedly improved by mixing small glass beads into the paint or
thermoplastic before applying it to the road surface. Other pavement markings such as stop and
pedestrian crossings and various word and symbol markings may supplement pavement
markings

9.3.2 Object Markers

Physical obstructions in or near the carriageway should be removed in order to provide the
appropriate clear zone. Where removal is impractical, such objects should be adequately marked
by painting or by use of other high-visibility material. Where the object is in the direct line of
traffic, the obstruction and marking there on should be refectory properties.

9.3.3. Road Studs

Road studs are manufactured plastic objects incorporating reflectorized patches. Hybrid
markings consisting of both reflective road markings and reflective studs can be useful for
driving in darkest areas. They are generally placed along the centerline of the road, in the middle
of the “broken-line” portion of the marking, for added demarcation. The studs can also be used to
give a sense of warning of crossing any line that incorporates them, such as a pedestrian

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crossing. All permanent pavement and object markings shall be formed in thermoplastic
materials and shall be refectory.

9.4 Marker Posts

Marker posts have the function of controlling traffic to encourage safe and expeditious operation.
There are two types of marker posts in use which are named as guide posts and kilometer posts.

9.4.1. Guide posts

Guide posts are intended to make drivers aware of potential hazards such as sudden changes in
shoulder width, abrupt changes in the alignment, and approaches to structures etc.
Position of guidepost
a. For changes in shoulder width and approaches to structures, guide posts should be placed at
50m intervals.
b. On horizontal curves based on their curve radius guidepost is provided.
The Spacing of guidepost for particular radius is shown on table below
Table 9.2 Spacing of Guide Posts at Curves

Curve Radius (m) Guide Post Spacing (m)

430 35
450 20
200 12
130 8
150 5

9.4.2. Kilometer posts

Kilometer posts are a requirement for all trunk and link roads. The kilometer posts shall be
numbered as indicated in Appendix “A” beginning at Addis Ababa or beginning at the trunk road
the link road intercepts. Kilometer posts shall be placed every 1 km, past the edge of the
shoulder. Marker posts shall be constructed from either concrete or plastic. Plastic marker posts
may have the following advantages:
 Lower initial costs;

Minimal damage to impacting vehicle;
 Safer highway environment; and
 Unlikely to be removed by local population for alternative
 The incorporation of reflective panels into the marker post greatly improves their
visibility at night.

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 CHAPTER TEN

CONCLUSION AND RECOMMENDATION

10.1 Conclusion
This project design was done on some part of Weyito to Turmi road project depend on ERA
2013 manual. The major finding and conclusions obtained from this project may be summarized
as follows.
1. Design class for this project is DC6 depend on motorized AADT
2. Depend on traffic volume and road function this project is under Link road
3. Terrain classification is done depend on % slope, generally for this project
 0.1% mountainous
 15.25% rolling and
 84.65% flat
4. This project contains 6 horizontal curves
5. It also contains 2 vertical curves out of this 1 is sag curve and 1 is crest curve.
6. Chart A3 is selected as economical pavement layer for traffic class (T7) and subgrade
class (S3) depend on unit rate analysis.
7. Finally road furniture and marking is done for transferring information to road users.

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10.2 Recommendation
From the project it can be recommended that: -
 First of all when we select alternative routes, taking data only from maps may result in
misleading judgment. So there should be site visit to identify some changes.
 To properly evaluate the alternative routes and select the best possible route full data
such as geological and hydrological data should be provided.
 To do the alignments, proper surveying data for both horizontal and vertical curves
should be given.
 Taking data only from Google maps may result in misleading judgment thus Site visit to
identify some changes are necessary.
 Due to the limitation of laboratory in this university we have no more understanding of
the different practical soil and hydraulic tests. For that matter we are limited to decide
the reality acts. So it is highly recommended that to have those requirements for future to
eliminate such like problems and to build the right generation.

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Appendix 1:Terrain Category
Station Slope terrain type
0+000 -4.01 Flat
0+020 -4.01 Flat
0+040 -4.01 Flat
0+060 0.37 Flat
0+080 -12.36 Flat
0+100 12.36 Rolling
0+120 -6.23 Flat
0+140 -6.23 Flat
0+160 -4.35 Flat
0+180 -4.35 Flat
0+200 -5.97 Flat
0+220 -2.62 Flat
0+240 -5.7 Flat
0+260 3.96 Rolling
0+280 0 Flat
0+300 0 Flat
0+320 -5.64 Flat
0+340 -5.64 Flat
0+360 -8.92 Flat
0+380 -2.55 Flat
0+400 -6.45 Flat
0+420 -3.13 Flat
0+440 0 Flat
0+460 -1.77 Flat
0+480 -2.32 Flat
0+500 -0.9 Flat
0+520 -0.9 Flat
0+540 -3.03 Flat
0+560 -12.79 Flat
0+580 -0.7 Flat
0+600 -0.2 Flat
0+620 -0.2 Flat
0+640 -2.27 Flat
0+660 -13.52 Flat
0+680 -13.52 Flat
0+700 -3.82 Flat

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0+720 -2.07 Flat
0+740 0 Flat
0+760 7.95 Rolling
0+780 -5.01 Flat
0+800 -6.41 Flat
0+820 -0.57 Flat
0+840 -5.29 Flat
0+860 -5.29 Flat
0+880 -3.74 Flat
0+900 -3.74 Flat
0+920 -13.49 Flat
0+940 -4.32 Flat
0+960 -2.58 Flat
0+980 0.5 Flat
1+000 0.5 Flat
1+020 -12.51 Flat
1+040 -12.51 Flat
1+060 -12.51 Flat
1+080 -6.54 Flat
1+100 -6.54 Flat
1+120 -3.83 Flat
1+140 -19.23 Flat
1+160 -9.26 Flat
1+180 0 Flat
1+200 0 Flat
1+220 -0.09 Flat
1+240 -3.11 Flat
1+260 -3.11 Flat
1+280 -3.07 Flat
1+300 -2.57 Flat
1+320 -2.57 Flat
1+340 -4.07 Flat
1+360 -4.07 Flat
1+380 -1.8 Flat
1+400 -1.8 Flat
1+420 -1.8 Flat
1+440 -20.64 Flat
1+460 -20.64 Flat
1+480 -0.7 Flat

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1+500 -2.98 Flat
1+520 -9.6 Flat
1+540 -3.92 Flat
1+560 -3.92 Flat
1+580 0 Flat
1+600 -5.28 Flat
1+620 -24.09 Flat
1+640 -16.68 Flat
1+660 -16.68 Flat
1+680 -16.68 Flat
1+700 -16.7 Flat
1+720 -16.7 Flat
1+740 -0.19 Flat
1+760 -6.11 Flat
1+780 -9.58 Flat
1+800 0.56 Flat
1+820 0.56 Flat
1+840 0.56 Flat
1+860 -15.29 Flat
1+880 -15.62 Flat
1+900 16.61 Rolling
1+920 -0.56 Flat
1+940 -5.04 Flat
1+960 -2.61 Flat
1+980 -2.89 Flat
2+000 -0.41 Flat
2+020 -1.85 Flat
2+040 -6.06 Flat
2+060 3.03 Rolling
2+080 -0.73 Flat
2+100 -1.17 Flat
2+120 -6.84 Flat
2+140 0.77 Flat
2+160 -2.94 Flat
2+180 -2.96 Flat
2+200 2.35 Flat
2+220 -2.7 Flat
2+240 -22.11 Flat
2+260 1.16 Flat

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2+280 -1.08 Flat
2+300 -1.08 Flat
2+320 -2.37 Flat
2+340 -1.07 Flat
2+360 -2.01 Flat
2+380 -1.24 Flat
2+400 -27.99 Flat
2+420 3.36 Rolling
2+440 1.96 Flat
2+460 -3.61 Flat
2+480 -0.63 Flat
2+500 -6.31 Flat
2+520 -2.99 Flat
2+540 19.4 Rolling
2+560 19.4 Rolling
2+580 -2.21 Flat
2+600 -1.89 Flat
2+620 15.66 Rolling
2+640 17.84 Rolling
2+660 -3.47 Flat
2+680 -4.04 Flat
2+700 -1.94 Flat
2+720 20.11 Rolling
2+740 -2.48 Flat
2+760 -5.31 Flat
2+780 -18.18 Flat
2+800 -0.16 Flat
2+820 -2.82 Flat
2+840 -7.23 Flat
2+860 -13.11 Flat
2+880 -1.03 Flat
2+900 -3.48 Flat
2+920 -3.48 Flat
2+940 -20.72 Flat
2+960 -3.05 Flat
2+980 -1.81 Flat
3+000 -0.6 Flat
3+020 -0.55 Flat
3+032.73 2.17 Flat

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3+040 -28.58 Flat
3+060 -2.18 Flat
3+080 -2.18 Flat
3+100 -8.39 Flat
3+120 -8.39 Flat
3+140 27.32 Mountanious
3+160 -6.93 Flat
3+180 -2.7 Flat
3+200 -29.26 Flat
3+220 -29.26 Flat
3+240 -2.4 Flat
3+260 -8.44 Flat
3+280 -2.13 Flat
3+300 7.12 Rolling
3+320 -2.82 Flat
3+340 -10.23 Flat
3+360 5.97 Rolling
3+380 23.7 Rolling
3+400 -1.01 Flat
3+420 -2.67 Flat
3+440 -0.11 Flat
3+460 4.6 Rolling
3+480 1.76 Flat
3+500 -4.08 Flat
3+520 -4.08 Flat
3+540 -4.87 Flat
3+560 -1.86 Flat
3+580 -3.92 Flat
3+600 -3.92 Flat
3+620 -3.41 Flat
3+640 -3.68 Flat
3+660 0 Flat
3+680 -5.08 Flat
3+700 -1.79 Flat
3+720 7.88 Rolling
3+740 -9.26 Flat
3+760 -9.23 Flat
3+780 -3.34 Flat
3+800 -3.85 Flat

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3+820 -3.53 Flat
3+840 -2.56 Flat
3+860 -9.53 Flat
3+880 -7.9 Flat
3+900 -7.9 Flat
3+920 -3.09 Flat
3+940 -3.09 Flat
3+960 -6.62 Flat
3+980 3.46 Rolling
4+000 -4.54 Flat
4+020 -4.54 Flat
4+040 -19.94 Flat
4+060 -0.98 Flat
4+080 -0.98 Flat
4+100 -0.41 Flat
4+120 -13.1 Flat
4+140 1.75 Flat
4+160 -13.68 Flat
4+180 -19.43 Flat
4+200 -26.23 Flat
4+220 -10.81 Flat
4+240 -16.82 Flat
4+260 14.26 Rolling
4+280 -0.91 Flat
4+300 18.14 Rolling
4+320 -3.17 Flat
4+340 19.82 Rolling
4+360 -6.5 Flat
4+380 -4.43 Flat
4+400 -4.43 Flat
4+420 1.78 Flat
4+440 1.78 Flat
4+460 -3.66 Flat
4+480 0.4 Flat
4+500 -5.93 Flat
4+520 -5.93 Flat
4+540 -2.73 Flat
4+560 20.52 Rolling
4+580 -5.71 Flat

Adama science and technology university Page 92

4+600 -5.24 Flat
4+620 -5.24 Flat
4+640 -4.1 Flat
4+660 -0.65 Flat
4+680 -2.22 Flat
4+700 -5.66 Flat
4+720 -2.58 Flat
4+740 -4.82 Flat
4+760 -0.65 Flat
4+780 -0.65 Flat
4+800 -2.45 Flat
4+820 -2.45 Flat
4+840 -3.39 Flat
4+860 -3.36 Flat
4+880 -3.36 Flat
4+900 -2.05 Flat
4+920 -1.89 Flat
4+955.46 -12.36 Flat
4+940 -1.2 Flat
4+960 -0.85 Flat
4+980 -0.77 Flat
5+000 -3.61 Flat
5+020 -3.61 Flat
5+040 0.62 Flat
5+060 22.45 Rolling
5+080 8.62 Rolling
5+100 -12.2 Flat
5+120 -12.2 Flat
5+140 -26.19 Flat
5+160 -26.19 Flat
5+180 1.46 Flat
5+200 6.54 Rolling
5+220 -21.78 Flat
5+240 -5.99 Flat
5+260 -5.99 Flat
5+280 -21.97 Flat
5+300 -22.07 Flat
5+320 14.52 Rolling
5+340 -21.18 Flat

Adama science and technology university Page 93

5+360 -21.35 Flat
5+380 -25.51 Flat
5+400 -25.62 Flat
5+420 18.64 Rolling
5+440 -15.79 Flat
5+460 -15.79 Flat
5+480 -8.68 Flat
5+500 -4.39 Flat
5+520 -8.21 Flat
5+540 18.7 Rolling
5+560 5.62 Rolling
5+580 -2.42 Flat
5+600 -2.42 Flat
5+620 2.98 Flat
5+640 2.28 Flat
5+660 22.89 Rolling
5+680 -12.39 Flat
5+700 -12.39 Flat
5+720 -6.38 Flat
5+740 -4.37 Flat
5+760 -4.37 Flat
5+780 -4.9 Flat
5+800 0 Flat
5+820 9.9 Rolling
5+840 -4.93 Flat
5+860 -4.53 Flat
5+880 11.62 Rolling
5+900 -3.54 Flat
5+920 -3.54 Flat
5+940 9.02 Rolling
5+960 -18.75 Flat
5+980 2.26 Flat
6+000 2.26 Flat
6+020 -1.48 Flat
6+040 -16.8 Flat
6+060 10.81 Rolling
6+080 2.68 Flat
6+100 -2.9 Flat
6+120 -2.9 Flat

Adama science and technology university Page 94

6+140 -2.05 Flat
6+160 6.43 Rolling
6+180 20.31 Rolling
6+200 20.31 Rolling
6+220 12.68 Rolling
6+240 12.68 Rolling
6+260 -1.77 Flat
6+280 -15.3 Flat
6+300 7.31 Rolling
6+320 7.31 Rolling
6+340 -0.29 Flat
6+360 -0.29 Flat
6+380 1.15 Flat
6+400 21.22 Rolling
6+420 -5.02 Flat
6+440 15.14 Rolling
6+460 0.23 Flat
6+480 0.08 Flat
6+500 2.5 Flat
6+520 -1.86 Flat
6+540 -0.38 Flat
6+560 -1.89 Flat
6+580 -1.77 Flat
6+600 0.77 Flat
6+620 -6.63 Flat
6+640 -3.12 Flat
6+660 -0.6 Flat
6+680 -0.6 Flat
6+700 -2.04 Flat
6+720 -2.04 Flat
6+740 -2.04 Flat
6+760 10.39 Rolling
6+780 -3.21 Flat
6+800 -7.47 Flat
6+820 -14.42 Flat
6+840 8.37 Rolling
6+860 12.83 Rolling
6+880 10.24 Rolling
6+900 5.58 Rolling

Adama science and technology university Page 95

6+920 -1.47 Flat
6+940 -14.91 Flat
6+960 8.05 Rolling
6+980 -3.27 Flat
7+000 -4.41 Flat
7+020 -18.95 Flat
7+040 -0.46 Flat
7+060 18.94 Rolling
7+080 -5.34 Flat
7+100 -1.97 Flat
7+120 -4.74 Flat
7+140 -4.74 Flat
7+160 -5.58 Flat
7+180 4.7 Rolling
7+200 -6.88 Flat
7+220 -4.37 Flat
7+240 -18.46 Flat
7+260 1.23 Flat
7+280 1.23 Flat
7+300 1.23 Flat
7+320 -5.27 Flat
7+340 -5.27 Flat
7+360 -15.68 Flat
7+380 -15.68 Flat
7+400 -2.58 Flat
7+420 -7.6 Flat
7+440 -14.75 Flat
7+460 -11.06 Flat
7+480 -11.06 Flat
7+500 -18.46 Flat
7+520 -18.46 Flat
7+540 -19.51 Flat
7+560 -3.53 Flat
7+580 -3.53 Flat
7+600 -20.5 Flat
7+620 -17.04 Flat
7+640 -17.04 Flat
7+660 -9.61 Flat
7+680 -9.61 Flat

Adama science and technology university Page 96

7+700 3.89 Rolling
7+720 3.89 Rolling
7+740 -0.17 Flat
7+760 -0.17 Flat
7+780 0 Flat
7+800 15.88 Rolling
7+820 -6.22 Flat
7+840 7.77 Rolling
7+860 -14.42 Flat
7+880 6.81 Rolling
7+900 -3.19 Flat
7+920 0.81 Flat
7+940 -1.12 Flat
7+960 -0.78 Flat
7+980 -0.78 Flat
8+000 9.9 Rolling
8+020 1.76 Flat
8+040 2.46 Flat
8+060 -3.76 Flat
8+080 -0.14 Flat
8+100 0 Flat
8+120 -2.68 Flat
8+140 14.76 Rolling
8+160 17.25 Rolling
8+180 17.25 Rolling
8+200 -0.81 Flat
8+220 14.12 Rolling
8+240 14.12 Rolling
8+260 14.12 Rolling
8+280 17.27 Rolling
8+300 17.27 Rolling
8+320 -0.38 Flat
8+340 -0.38 Flat
8+360 18.92 Rolling
8+380 0 Flat
8+400 1.04 Flat
8+420 -0.82 Flat
8+440 -0.82 Flat
8+460 -0.87 Flat

Adama science and technology university Page 97

8+480 -4.84 Flat
8+500 -4.84 Flat
8+520 -4.79 Flat
8+540 -2.23 Flat
8+560 -2.23 Flat
8+580 -1.3 Flat
8+600 -1.3 Flat
8+620 -1.31 Flat
8+640 -1.31 Flat
8+660 -1.71 Flat
8+680 -1.71 Flat
8+700 -1.71 Flat
8+720 -1.48 Flat
8+740 -1.48 Flat
8+760 -2.29 Flat
8+780 -2.36 Flat
8+800 -2.36 Flat
8+820 -1.22 Flat
8+840 -1.67 Flat
8+860 -1.67 Flat
8+880 -1.62 Flat
8+900 -1.62 Flat
8+920 -1.6 Flat
8+940 -1.6 Flat
8+960 -1.6 Flat
8+980 -1.6 Flat
9+000 -1.55 Flat
9+020 -1.53 Flat
9+040 -1.53 Flat
9+060 -1.23 Flat
9+080 -1.23 Flat
9+100 -2.23 Flat
9+120 -2.3 Flat
9+140 -3.31 Flat
9+160 -3.31 Flat
9+180 -3.3 Flat
9+200 -3.95 Flat
9+220 -3.74 Flat
9+240 6.14 Rolling

Adama science and technology university Page 98

9+260 -0.68 Flat
9+280 -0.82 Flat
9+300 -2.07 Flat
9+320 -2.04 Flat
9+340 -2.04 Flat
9+360 -1.8 Flat
9+380 -1.81 Flat
9+400 -2.13 Flat
9+420 -2.18 Flat
9+440 -2.18 Flat
9+460 -3.91 Flat
9+480 -3.91 Flat
9+500 -3.91 Flat
9+520 -3.04 Flat
9+540 -3.05 Flat
9+560 -3.05 Flat
9+580 12.39 Rolling
9+600 -2.55 Flat
9+620 -2.55 Flat
9+640 -1.38 Flat
9+660 -1.38 Flat
9+680 -1.38 Flat
9+700 -1.38 Flat
9+720 -1.93 Flat
9+740 -2.57 Flat
9+760 -2.6 Flat
9+780 -2.54 Flat
9+800 -1.42 Flat
9+820 -1.14 Flat
9+840 -1.21 Flat
9+860 7.29 Rolling
9+880 -9.36 Flat
9+901.29 -7.46 Flat
9+900 -14.88 Flat
9+920 2.82 Flat
9+940 -22.15 Flat
9+960 5.26 Rolling
9+980 -19.68 Flat
10+000 1.84 Flat

Adama science and technology university Page 99

10+020 -21.32 Flat
10+040 -4.24 Flat
10+060 -12.82 Flat
10+080 -25.73 Flat
10+100 -6.09 Flat
10+120 -1.53 Flat
10+140 -2.58 Flat
10+160 -23.58 Flat
10+180 -4 Flat
10+200 -1.9 Flat
10+220 3.57 Rolling
10+240 -9.01 Flat
10+260 3.94 Rolling
10+280 3.33 Rolling
10+300 3.33 Rolling
10+320 -23.55 Flat
10+340 -24.39 Flat
10+360 1.91 Flat
10+380 0.36 Flat
10+400 17.2 Rolling
10+420 1.19 Flat
10+440 -0.82 Flat
10+460 0.78 Flat
10+480 -7.47 Flat
10+500 19.11 Rolling
10+520 -17.34 Flat
10+540 1.61 Flat
10+560 -0.39 Flat
10+580 -6.08 Flat
10+600 -0.72 Flat
10+620 0 Flat
10+640 -7.51 Flat
10+660 0.95 Flat
10+680 6.22 Rolling
10+700 1.36 Flat
10+720 1.36 Flat
10+740 -0.36 Flat
10+760 -0.36 Flat
10+780 -0.8 Flat

Adama science and technology university Page 100

10+800 -24.59 Flat
10+820 2.58 Flat
10+840 6.15 Rolling
10+860 3.63 Rolling
10+880 -7.5 Flat
10+900 -7.65 Flat
10+920 -1.85 Flat
10+940 -11.12 Flat
10+960 22.74 Rolling
10+980 -0.96 Flat
11+000 -0.4 Flat
11+020 -1.17 Flat
11+040 -1.17 Flat
11+060 -1.16 Flat
11+080 -1.16 Flat
11+100 6.86 Rolling
11+120 -25.89 Flat
11+140 -1.64 Flat
11+160 4.41 Rolling
11+180 0.53 Flat
11+200 -2.84 Flat
11+220 -2.84 Flat
11+240 -3.01 Flat
11+260 -3.01 Flat
11+280 1.61 Flat
11+300 -28.46 Flat
11+320 -28.46 Flat
11+340 -1.84 Flat
11+360 -1.84 Flat
11+380 -11.92 Flat
11+400 1.12 Flat
11+420 0.84 Flat
11+440 -2.9 Flat
11+460 21.28 Rolling
11+480 -19.68 Flat
11+500 -14.68 Flat
11+520 4 Rolling
11+540 -7.14 Flat
11+560 -3.77 Flat

Adama science and technology university Page 101

11+580 -27.13 Flat
11+600 -2.47 Flat
11+620 24.9 Rolling
11+640 -22.99 Flat
11+660 23.27 Rolling
11+680 -27.17 Flat
11+700 4.04 Rolling
11+720 -25.04 Flat
11+740 2.85 Flat
11+760 0.76 Flat
11+780 -2.16 Flat
11+800 -2.16 Flat
11+820 -12.36 Flat
11+840 -7.78 Flat
11+860 -1.47 Flat
11+880 -0.32 Flat
11+900 -0.32 Flat
11+920 -12.99 Flat
11+940 -12.99 Flat
11+960 -6.25 Flat
11+980 3.95 Rolling
12+000 -20.5 Flat
12+020 -20.5 Flat
12+040 -5.56 Flat
12+060 -8.35 Flat
12+080 -9.12 Flat
12+100 -13.26 Flat
12+120 -13.26 Flat
12+140 0.08 Flat
12+160 -8.02 Flat
12+180 14.52 Rolling
12+200 0.24 Flat
12+220 0 Flat
12+240 -6.7 Flat
12+260 -6.7 Flat
12+280 -7.53 Flat
12+300 -12.16 Flat
12+320 -7.36 Flat
12+340 16.18 Rolling

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12+360 1.07 Flat
12+380 6.07 Rolling
12+400 -8.04 Flat
12+420 -5.72 Flat
12+440 -5.67 Flat
12+460 -5.67 Flat
12+480 -5.73 Flat
12+500 -18.43 Flat
12+520 -6.33 Flat
12+540 -6.02 Flat
12+560 -6.02 Flat
12+580 -6.02 Flat
12+600 -13.28 Flat
12+620 -8.01 Flat
12+640 -7.03 Flat
12+660 -4.64 Flat
12+680 -8.14 Flat
12+700 -8.14 Flat
12+720 -6.77 Flat
12+740 -7.07 Flat
12+760 -7.07 Flat
12+780 -13.25 Flat
12+800 -0.41 Flat
12+820 -7.45 Flat
12+840 0.85 Flat
12+860 -5.99 Flat
12+880 -5.67 Flat
12+900 -20.53 Flat
12+920 -5.81 Flat
12+940 1.55 Flat
12+960 3.79 Rolling
12+980 -1.9 Flat
13+000 -1.9 Flat
13+020 -4.92 Flat
13+040 -12.72 Flat
13+060 0 Flat
13+080 2.06 Flat
13+100 -5.18 Flat
13+120 -5.18 Flat

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13+140 3.82 Rolling
13+160 -7.5 Flat
13+180 -7.22 Flat
13+200 11.41 Rolling
13+220 0.46 Flat
13+240 -4.74 Flat
13+260 -9 Flat
13+280 -6.52 Flat
13+300 -8.61 Flat
13+320 -12.84 Flat
13+340 -2.74 Flat
13+360 -6.25 Flat
13+380 -13.66 Flat
13+400 -3.97 Flat
13+420 -5.49 Flat
13+440 -5 Flat
13+460 -6.15 Flat
13+480 -5.64 Flat
13+500 -0.13 Flat
13+520 -1.42 Flat
13+540 0.58 Flat
13+560 -5.63 Flat
13+580 -8.41 Flat
13+600 -10.2 Flat
13+620 -10.18 Flat
13+640 -4.8 Flat
13+660 -13.24 Flat
13+680 -9.1 Flat
13+700 -9.04 Flat
13+720 17.74 Rolling
13+740 -4.85 Flat
13+760 -15.15 Flat
13+780 -7.03 Flat
13+800 5.96 Rolling
13+820 -13.61 Flat
13+840 4.27 Rolling
13+860 -10.06 Flat
13+880 -1.43 Flat
13+900 -29.98 Flat

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13+920 1.6 Flat
13+940 -7.98 Flat
13+960 -6.15 Flat
13+980 -3.92 Flat
14+000 1.81 Flat
14+020 -8.25 Flat
14+040 0.36 Flat
14+060 0.36 Flat
14+080 -5.56 Flat
14+100 -5.5 Flat
14+120 -0.22 Flat
14+140 0.33 Flat
14+160 -6.02 Flat
14+180 -11.36 Flat
14+200 -1.67 Flat
14+220 -0.28 Flat
14+240 -10.5 Flat
14+260 0 Flat
14+280 -8.88 Flat
14+300 -6.07 Flat
14+320 -4.39 Flat
14+340 -4.39 Flat
14+360 -23.21 Flat
14+380 -7.38 Flat
14+400 4.9 Rolling
14+420 -7.92 Flat
14+440 -7.94 Flat
14+460 -0.47 Flat
14+480 -0.47 Flat
14+500 -11.82 Flat
14+520 -0.97 Flat
14+540 -0.81 Flat
14+560 -4.76 Flat
14+580 -19.3 Flat
14+600 -8.18 Flat
14+620 -9.33 Flat
14+640 5.25 Rolling
14+660 -13.95 Flat
14+680 0.34 Flat

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14+700 -5.24 Flat
14+720 -7.02 Flat
14+740 -22.1 Flat
14+760 -6.98 Flat
14+780 -8.75 Flat
14+800 -8.75 Flat
14+820 -8.19 Flat
14+840 -24.14 Flat
14+860 -7.72 Flat
14+880 -5.83 Flat
14+900 -5.76 Flat
14+920 -0.84 Flat
14+940 10.2 Rolling
14+960 -1.89 Flat
14+980 -1.89 Flat
15+000 4.43 Rolling
15+020 -13.4 Flat
15+040 0 Flat
15+060 -5.18 Flat
15+080 -5.18 Flat
15+100 1.78 Flat
15+120 -4.65 Flat
15+140 20.57 Rolling
15+160 -1.23 Flat
15+180 2.51 Flat
15+200 2.51 Flat
15+220 2.21 Flat
15+240 2.21 Flat
15+260 2.21 Flat
15+280 -10.36 Flat
15+300 0 Flat
15+320 -12.67 Flat
15+340 -12.67 Flat
15+360 -12.67 Flat
15+380 1.62 Flat
15+400 -2.02 Flat
15+420 -3.82 Flat
15+440 0.89 Flat
15+460 0.89 Flat

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15+480 6.79 Rolling
15+500 4.38 Rolling
15+520 4.38 Rolling
15+540 -6.3 Flat
15+560 4.06 Rolling
15+580 1.07 Flat
15+600 -9.89 Flat
15+620 1.53 Flat
15+640 1.49 Flat
15+660 6.07 Rolling
15+680 6.07 Rolling
15+700 12.49 Rolling
15+720 12.49 Rolling
15+740 1.01 Flat
15+760 1.01 Flat
15+780 0.83 Flat
15+800 0 Flat
15+820 3.84 Rolling
15+840 3.86 Rolling
15+860 3.86 Rolling
15+880 11.75 Rolling
15+900 5.27 Rolling
15+920 -4.63 Flat
15+940 5.48 Rolling
15+960 5.48 Rolling
15+980 4.14 Rolling
16+000 4.13 Rolling
16+020 13.79 Rolling
16+040 -2 Flat
16+060 3.85 Rolling
16+080 3.85 Rolling
16+100 3.86 Rolling
16+120 10.31 Rolling
16+140 4.53 Rolling
16+160 -1.68 Flat
16+180 4.65 Rolling
16+200 -4.58 Flat
16+220 -1.5 Flat
16+240 2.68 Flat

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16+260 -2.65 Flat
16+280 -1.13 Flat
16+300 -24.01 Flat
16+320 -0.88 Flat
16+340 13.4 Rolling
16+360 13.4 Rolling
16+380 10.68 Rolling
16+400 3.97 Rolling
16+420 3.97 Rolling
16+440 11.3 Rolling
16+460 -16.1 Flat
16+480 1.92 Flat
16+500 6.05 Rolling
16+520 -0.44 Flat
16+540 14.12 Rolling
16+560 -2.18 Flat
16+580 11.7 Rolling
16+600 2.24 Flat
16+620 2.24 Flat
16+640 2.6 Flat
16+660 1.06 Flat
16+680 1.88 Flat
16+699.67 -1.39 Flat
16+700 -5.23 Flat
16+720 2.95 Flat
16+740 -3 Flat
16+760 -3 Flat
16+780 0.58 Flat
16+800 0.53 Flat
16+820 1.29 Flat
16+840 -2.64 Flat
16+860 0.61 Flat
16+880 0.06 Flat
16+900 -12.88 Flat
16+920 0.91 Flat
16+940 13.33 Rolling
16+960 2.47 Flat
16+961.73 0 Flat
16+980 1.26 Flat

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17+000 -0.46 Flat
17+020 -0.23 Flat
17+040 -0.38 Flat
17+060 -0.38 Flat
17+080 6.83 Rolling
17+100 2.79 Flat
17+120 5.6 Rolling
17+140 -12.19 Flat
17+160 13.38 Rolling
17+180 -11.1 Flat
17+200 4.96 Rolling
17+220 -0.34 Flat
17+240 2.83 Flat
17+260 13.08 Rolling
17+280 -6.03 Flat
17+300 -1.3 Flat
17+320 -1.3 Flat
17+340 -3.75 Flat
17+360 -2.29 Flat
17+380 -2.29 Flat
17+400 7.62 Rolling
17+420 -6.76 Flat
17+440 -12.44 Flat
17+460 -12.44 Flat
17+480 -13.05 Flat
17+500 -1.15 Flat
17+520 -13.38 Flat
17+540 -8.43 Flat
17+560 1.46 Flat
17+580 1.46 Flat
17+600 -7.59 Flat
17+620 12.8 Rolling
17+640 -4.71 Flat
17+660 -23.23 Flat
17+680 -6.4 Flat
17+700 -6.39 Flat
17+720 -6.39 Flat
17+740 -1.04 Flat
17+760 -6.14 Flat

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17+780 -6.17 Flat
17+800 -6.17 Flat
17+820 -13 Flat
17+840 -13 Flat
17+860 -1.41 Flat
17+880 -1.41 Flat
17+900 -3.04 Flat
17+920 4.13 Rolling
17+940 -2.32 Flat
17+960 -5.62 Flat
17+980 -1.51 Flat
18+000 -1.51 Flat
18+020 -2.54 Flat
18+040 -6.82 Flat
18+060 -20.11 Flat
18+080 -7.29 Flat
18+100 -7.29 Flat
18+120 -0.91 Flat
18+140 0 Flat
18+160 -1.97 Flat
18+180 -1.97 Flat
18+200 -9.61 Flat
18+220 -2.06 Flat
18+240 -3.88 Flat
18+260 -3.84 Flat
18+280 -3.69 Flat
18+300 -3.69 Flat
18+320 -20.79 Flat
18+340 -5.63 Flat
18+360 -14.12 Flat
18+380 -14.12 Flat
18+400 -4.66 Flat
18+420 -6.44 Flat
18+440 13.48 Rolling
18+460 -18.87 Flat
18+480 -18.91 Flat
18+500 -7.29 Flat
18+520 -12.63 Flat
18+540 12.96 Rolling

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18+560 -4.17 Flat
18+580 -22.99 Flat
18+600 -22.99 Flat
18+620 0 Flat
18+640 0 Flat
18+660 0 Flat
18+680 -14.66 Flat
18+700 -4.25 Flat
18+720 0.73 Flat
18+740 0.73 Flat
18+760 -3.04 Flat
18+780 0.54 Flat
18+800 0.54 Flat
18+820 -22.03 Flat
18+840 -22.03 Flat
18+860 -16.28 Flat
18+880 -10.47 Flat
18+900 -10.47 Flat
18+920 -10.14 Flat
18+940 9.53 Rolling
18+960 -4.31 Flat
18+980 -5.33 Flat
19+000 -7.14 Flat
19+020 -13.13 Flat
19+040 -0.21 Flat
19+060 -18.32 Flat
19+080 -2.39 Flat
19+100 0.14 Flat
19+120 -16.24 Flat
19+140 -5.83 Flat
19+160 9.71 Rolling
19+180 -3.99 Flat
19+200 -5.82 Flat
19+220 0 Flat
19+240 -17.67 Flat
19+260 -3.08 Flat
19+280 -2.07 Flat
19+300 -2.07 Flat
19+320 -10.21 Flat

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19+340 -17.19 Flat
19+360 -17.27 Flat
19+380 -17.2 Flat
19+400 10.92 Rolling
19+420 -5.11 Flat
19+440 -1.39 Flat
19+460 -5.92 Flat
19+480 -1402 Flat
19+500 -3.65 Flat
19+520 -10.15 Flat
19+540 -14.8 Flat
19+560 14.51 Rolling
19+580 -15.73 Flat
19+600 -15.73 Flat
19+620 -16.44 Flat
19+640 -9.86 Flat
19+660 15.29 Rolling
19+680 -14.47 Flat
19+700 -14.43 Flat
19+720 -1.7 Flat
19+740 -15.95 Flat
19+760 -15.95 Flat
19+780 -2.09 Flat
19+800 -10.6 Flat
19+820 -10.6 Flat
19+840 -2.96 Flat
19+860 -12.9 Flat
19+880 -3.11 Flat
19+900 -10.68 Flat
19+920 -10.68 Flat
19+940 16.33 Rolling
19+960 -15.75 Flat
19+980 -1.87 Flat
20+000 -18.7 Flat
20+020 -18.7 Flat
20+040 -8.8 Flat
20+060 1.1 Flat
20+080 17.28 Rolling
20+100 -1.73 Flat

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20+120 18.49 Rolling
20+140 18.49 Rolling
20+160 -2.22 Flat
20+180 -2.22 Flat
20+200 15.21 Rolling
20+220 15.21 Rolling
20+240 -3.5 Flat
20+260 -3.95 Flat
20+280 -3.95 Flat
20+300 6.91 Rolling
20+320 6.91 Rolling
20+340 19.44 Rolling
20+360 19.44 Rolling
20+380 2.16 Flat
20+400 -3.69 Flat
20+420 -3.69 Flat
20+440 17.36 Rolling
20+460 0.16 Flat
20+480 0 Flat
20+500 0 Flat
20+520 13.91 Rolling
20+540 13.91 Rolling
20+560 18.05 Rolling
20+580 18.05 Rolling
20+600 18.02 Rolling
20+620 -13.11 Flat
20+640 -3.65 Flat
20+660 -1.31 Flat
20+680 -14.66 Flat
20+700 17.72 Rolling
20+720 -14.58 Flat
20+740 16.85 Rolling
20+760 -12.65 Flat
20+780 -14.01 Flat
20+779.02 -12.76 Flat
20+800 0 Flat
20+820 0.06 Flat
20+840 0.06 Flat
20+860 0.52 Flat

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20+880 0.26 Flat
20+900 0.26 Flat
20+920 -0.34 Flat
20+940 -0.34 Flat
20+960 -0.34 Flat
20+980 0.51 Flat
21+000 0.47 Flat
21+020 0.66 Flat
21+040 0 Flat
21+060 -0.86 Flat
21+080 -0.87 Flat
21+100 -0.87 Flat
21+120 -0.84 Flat
21+140 -1.03 Flat
21+160 -1.53 Flat
21+180 -1.48 Flat
21+200 1.56 Flat
21+220 0.3 Flat
21+240 -3 Flat
21+260 -2.66 Flat
21+280 -2.66 Flat
21+300 0.6 Flat
21+320 0.7 Flat
21+340 0.21 Flat
21+360 -2.23 Flat
21+380 -2.23 Flat
21+400 0 Flat
21+420 -0.05 Flat
21+440 0.42 Flat
21+460 -0.29 Flat
21+480 -0.29 Flat
21+500 0 Flat
21+520 0 Flat
21+540 -0.4 Flat
21+560 -0.4 Flat
21+580 -2.23 Flat
21+600 -2.23 Flat
21+620 -2.21 Flat
21+640 -1.73 Flat

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21+660 -1.28 Flat
21+680 1.32 Flat
21+700 -1.44 Flat
21+720 -1.13 Flat
21+740 -1.29 Flat
21+760 -0.66 Flat
21+780 -1.33 Flat
21+800 -0.9 Flat
21+820 8.1 Rolling
21+840 -0.54 Flat
21+860 -0.6 Flat
21+872.82 0.75 Flat

Appendix 2: horizontal alignment report

PI # STATION NORTHING EASTING ANGLE Distance

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 ________________________________________________________________________________
BOP 0+000.00 550088.14 249209.59 NA9.1632 3032.73
1 3+032.73 553081.22 249698.41 NA48.3313 1931.19
2 4+955.46 554359.51 251145.98 NA72.1924 4947.76
3 9+901.29 555861.87 255860.13 NA124.2922 6816.90
4 16+669.67 552001.79 261478.83 NA58.0600 281.53
5 16+961.73 552150.56 261717.84 NA338.3055 3858.83
6 20+779.02 555741.25 260304.53 NA11.1110 1099.39
EOP 21+872.82 556819.76 260517.81
CURVE # 1 I = 39.1641 RIGHT

CURVE DATA

CIRCULAR SPIRAL IN SPIRAL OUT

Ic = 39.1641 Is = 0.0000 Is = 0.0000

Da = 1.1957 L = 0.00 L = 0.00

Dc = 1.1957 X = 0.00 X = 0.00

T = 153.45 Y = 0.00 Y = 0.00

R = 430.00 P = 0.00 P = 0.00

L = 294.78 K = 0.00 K = 0.00

C = 289.04 LT = 0.00 LT = 0.00

E = 26.56 ST = 0.00 ST = 0.00

M = 25.01 Ts = 0.00 Ts = 0.00

STATIONS AND COORDINATES

STATION NORTHING EASTING

PC 2+879.28 552929.78 249673.68

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PI 3+032.73 553081.22 249698.41

PT 3+174.06 553182.79 249813.43

RP N/A 552860.47 250098.05

SUPERELEVATION DATA

MSE = 0.0000

TYPE: 1 - Center

HIGH SIDE ROLLOVER: 8.0000

SUPER ELEVATION TRANSITION LENGTH: 70.00

IN OUT

TR = 0.00 TR = 0.00

X = 0.00 X = 0.00

Y = 0.00 Y = 0.00

SR = 0.00 SR = 0.00

STATION NORTHING EASTING

BS 0+000.00 550088.14 249209.59

PX 0+000.00 550088.14 249209.59

PY 0+000.00 550088.14 249209.59

BMS 0+000.00 550088.14 249209.59

EMS 0+000.00 550088.14 249209.59

PY 0+000.00 550088.14 249209.59

CURVE # 1 I = 39.1641 RIGHT

CURVE DATA

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PX 0+000.00 550088.14 249209.59

ES 0+000.00 550088.14 249209.59

CURVE # 2 I = 23.4611 RIGHT

CURVE DATA

CIRCULAR SPIRAL IN SPIRAL OUT

Ic = 23.4611 Is = 0.0000 Is = 0.0000

Da = 1.1624 L = 0.00 L = 0.00

Dc = 1.1624 X = 0.00 X = 0.00

T = 94.71 Y = 0.00 Y = 0.00

R = 450.00 P = 0.00 P = 0.00

L = 186.69 K = 0.00 K = 0.00

C = 185.35 LT = 0.00 LT = 0.00

E = 9.86 ST = 0.00 ST = 0.00

M = 9.65 Ts = 0.00 Ts = 0.00

STATIONS AND COORDINATES

STATION NORTHING EASTING

PC 4+857.10 554296.82 251074.99

PI 4+951.80 554359.51 251145.98

PT 5+043.78 554388.26 251236.21

RP N/A 553959.51 251372.85

SUPERELEVATION DATA

MSE = 0.0000

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TYPE: 1 - Center

HIGH SIDE ROLLOVER: 8.0000

SUPER ELEVATION TRANSITION LENGTH: 70.00

IN OUT

TR = 0.00 TR = 0.00

X = 0.00 X = 0.00

Y = 0.00 Y = 0.00

SR = 0.00 SR = 0.00

STATION NORTHING EASTING

BS 0+000.00 550088.14 249209.59

PX 0+000.00 550088.14 249209.59

PY 0+000.00 550088.14 249209.59

BMS 0+000.00 550088.14 249209.59

EMS 0+000.00 550088.14 249209.59

PY 0+000.00 550088.14 249209.59

CURVE # 2 I = 23.4611 RIGHT

CURVE DATA

PX 0+000.00 550088.14 249209.59

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ES 0+000.00 550088.14 249209.59
CURVE # 3 I = 52.0958 RIGHT

CURVE DATA

CIRCULAR SPIRAL IN SPIRAL OUT

Ic = 52.0958 Is = 0.0000 Is = 0.0000

Da = 2.5153 L = 0.00 L = 0.00

Dc = 2.5154 X = 0.00 X = 0.00

T = 97.91 Y = 0.00 Y = 0.00

R = 200.00 P = 0.00 P = 0.00

L = 182.09 K = 0.00 K = 0.00

C = 175.87 LT = 0.00 LT = 0.00

E = 22.68 ST = 0.00 ST = 0.00

M = 20.37 Ts = 0.00 Ts = 0.00

STATIONS AND COORDINATES

STATION NORTHING EASTING

PC 9+798.93 555832.15 255766.84

PI 9+896.84 555861.87 255860.13

PT 9+981.03 555806.43 255940.82

RP N/A 555641.59 255827.57

SUPERELEVATION DATA

MSE = 0.0000

TYPE: 1 - Center
Adama science and technology university Page 120
HIGH SIDE ROLLOVER: 8.0000

SUPER ELEVATION TRANSITION LENGTH: 70.00

IN OUT

TR = 0.00 TR = 0.00

X = 0.00 X = 0.00

Y = 0.00 Y = 0.00

SR = 0.00 SR = 0.00

STATION NORTHING EASTING

BS 0+000.00 550088.14 249209.59

PX 0+000.00 550088.14 249209.59

PY 0+000.00 550088.14 249209.59

BMS 0+000.00 550088.14 249209.59

EMS 0+000.00 550088.14 249209.59

PY 0+000.00 550088.14 249209.59

CURVE # 3 I = 52.0958 RIGHT

CURVE DATA

PX 0+000.00 550088.14 249209.59

ES 0+000.00 550088.14 249209.59

CURVE # 4 I = 66.2321 LEFT

CURVE DATA

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CIRCULAR SPIRAL IN SPIRAL OUT

Ic = 66.2321 Is = 0.0000 Is = 0.0000

Da = 4.2427 L = 0.00 L = 0.00

Dc = 4.2430 X = 0.00 X = 0.00

T = 85.05 Y = 0.00 Y = 0.00

R = 130.00 P = 0.00 P = 0.00

L = 150.63 K = 0.00 K = 0.00

C = 142.35 LT = 0.00 LT = 0.00

E = 25.35 ST = 0.00 ST = 0.00

M = 21.21 Ts = 0.00 Ts = 0.00

STATIONS AND COORDINATES

STATION NORTHING EASTING

PC 16+614.97 552049.95 261408.73

PI 16+700.02 552001.79 261478.83

PT 16+765.60 552046.73 261551.04

RP N/A 552157.10 261482.34

SUPERELEVATION DATA

MSE = 0.0000

TYPE: 1 - Center

HIGH SIDE ROLLOVER: 8.0000

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SUPER ELEVATION TRANSITION LENGTH: 70.00

IN OUT

TR = 0.00 TR = 0.00

X = 0.00 X = 0.00

Y = 0.00 Y = 0.00

SR = 0.00 SR = 0.00

STATION NORTHING EASTING

BS 0+000.00 550088.14 249209.59

PX 0+000.00 550088.14 249209.59

PY 0+000.00 550088.14 249209.59

BMS 0+000.00 550088.14 249209.59

EMS 0+000.00 550088.14 249209.59

PY 0+000.00 550088.14 249209.59

CURVE # 4 I = 66.2321 LEFT

CURVE DATA

PX 0+000.00 550088.14 249209.59

ES 0+000.00 550088.14 249209.59

CURVE # 5 I = 79.3506 LEFT

CURVE DATA

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CIRCULAR SPIRAL IN SPIRAL OUT

Ic = 79.3506 Is = 0.0000 Is = 0.0000

Da = 3.4911 L = 0.00 L = 0.00

Dc = 3.4914 X = 0.00 X = 0.00

T = 124.94 Y = 0.00 Y = 0.00

R = 150.00 P = 0.00 P = 0.00

L = 208.35 K = 0.00 K = 0.00

C = 192.00 LT = 0.00 LT = 0.00

E = 45.22 ST = 0.00 ST = 0.00

M = 34.74 Ts = 0.00 Ts = 0.00

STATIONS AND COORDINATES

STATION NORTHING EASTING

PC 16+837.14 552084.53 261611.77

PI 16+962.08 552150.56 261717.84

PT 17+045.49 552266.82 261672.08

RP N/A 552211.88 261532.50

SUPERELEVATION DATA

MSE = 0.0000

TYPE: 1 - Center

HIGH SIDE ROLLOVER: 8.0000

SUPER ELEVATION TRANSITION LENGTH: 70.00

IN OUT

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TR = 0.00 TR = 0.00

X = 0.00 X = 0.00

Y = 0.00 Y = 0.00

SR = 0.00 SR = 0.00

STATION NORTHING EASTING

BS 0+000.00 550088.14 249209.59

PX 0+000.00 550088.14 249209.59

PY 0+000.00 550088.14 249209.59

BMS 0+000.00 550088.14 249209.59

EMS 0+000.00 550088.14 249209.59

PY 0+000.00 550088.14 249209.59

CURVE # 5 I = 79.3506 LEFT

CURVE DATA

PX 0+000.00 550088.14 249209.59

ES 0+000.00 550088.14 249209.59

CURVE # 6 I = 32.4015 RIGHT

CURVE DATA

CIRCULAR SPIRAL IN SPIRAL OUT

Ic = 32.4015 Is = 0.0000 Is = 0.0000

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Da = 1.1957 L = 0.00 L = 0.00

Dc = 1.1957 X = 0.00 X = 0.00

T = 126.03 Y = 0.00 Y = 0.00

R = 430.00 P = 0.00 P = 0.00

L = 245.19 K = 0.00 K = 0.00

C = 241.88 LT = 0.00 LT = 0.00

E = 18.09 ST = 0.00 ST = 0.00

M = 17.36 Ts = 0.00 Ts = 0.00

STATIONS AND COORDINATES

STATION NORTHING EASTING

PC 20+653.34 555623.98 260350.69

PI 20+779.37 555741.25 260304.53

PT 20+898.54 555864.89 260328.98

RP N/A 555781.47 260750.81

SUPERELEVATION DATA

MSE = 0.0000

TYPE: 1 - Center

HIGH SIDE ROLLOVER: 8.0000

SUPER ELEVATION TRANSITION LENGTH: 70.00

IN OUT

TR = 0.00 TR = 0.00

X = 0.00 X = 0.00

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Y = 0.00 Y = 0.00

SR = 0.00 SR = 0.00

STATION NORTHING EASTING

BS 0+000.00 550088.14 249209.59

PX 0+000.00 550088.14 249209.59

PY 0+000.00 550088.14 249209.59

BMS 0+000.00 550088.14 249209.59

EMS 0+000.00 550088.14 249209.59

PY 0+000.00 550088.14 249209.59

CURVE # 6 I = 32.4015 RIGHT

CURVE DATA

PX 0+000.00 550088.14 249209.59

ES 0+000.00 550088.14 249209.59

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Appendix 3: vertical curve report
VERT. STATION Elevation GRADE (%SLOPE) DISTANCE

BOP 20.04 516.36 -0.54 6510.22

1 6530.27 481.40 1.24 5777.75

2 12308.02 553.28 -0.36 9628.15

EOP 21936.17 518.60

CURVE NUMBER 1 SAG

VERTICAL CURVE DATA

L= 200.00

K= 112.31

E= 0.45

STATIONS AND ELEVATIONS

STATION ELEVATION ON CURVE ELEVATION ON TANGENT

VPC 6430.27 481.94

VPI 6530.27 481.85 481.40

VPT 6630.27 482.65

LOW POINT 6490.57 481.78

PASS-THROUGH POINT 6490.57 481.78

SIGHT DISTANCE

HEADLIGHT = 6736.72

CURVE NUMBER 2 CREST

VERTICAL CURVE DATA

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L= 200.00

K= 124.68

E= -0.40

STATIONS AND ELEVATIONS

STATION ELEVATION ON CURVE ELEVATION ON TANGENT

VPC 12208.02 552.03

VPI 12308.02 552.87 553.28

VPT 12408.02 552.91

HIGH POINT 12363.11 553.00

PASS-THROUGH POINT 12363.11 553.00

SIGHT DISTANCE

STOPPING = 226.01

PASSING = 394.80

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Appendix 4:mass hall diagram
cut cut fill mass
station area volume fill area volume comp.cut compa.fill ordinate
0+000.0
0 0 0 0 0 0 0 0
0+020.0
0 0 0 0 0 0 0 0
0+040.0
0 6.9 69.05 0.62 6.21 69.05 6.21 62.84
0+060.0
0 3.07 99.78 1.6 22.16 99.78 22.16 140.45
0+080.0
0 1.74 48.12 2.79 43.88 48.12 43.88 144.68
0+100.0
0 1.09 28.29 4.08 68.71 28.29 68.71 104.26
0+120.0
0 0.44 15.27 4.92 89.99 15.27 89.99 29.54
0+140.0
0 0 4.36 7.68 126.01 4.36 126.01 -92.1
0+160.0
0 0 0 11.67 193.51 0 193.51 -285.62
0+180.0
0 0 0 10.32 219.89 0 219.89 -505.5
0+200.0
0 0 0 12.64 229.6 0 229.6 -735.1
0+220.0
0 0 0 14.41 270.48 0 270.48 -1005.59
0+240.0
0 0 0 16.42 308.23 0 308.23 -1313.82
0+260.0
0 0 0 18.48 348.96 0 348.96 -1662.78
0+280.0
0 0 0 18.88 373.58 0 373.58 -2036.35
0+300.0
0 0 0 21.25 401.32 0 401.32 -2437.67
0+320.0
0 0 0 23.41 446.63 0 446.63 -2884.3
0+340.0
0 0 0 24.89 482.99 0 482.99 -3367.3

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0+360.0
0 0 0 26.89 517.8 0 517.8 -3885.1
0+380.0
0 0 0 29.09 559.78 0 559.78 -4444.88
0+400.0
0 0 0 30.18 592.63 0 592.63 -5037.51
0+420.0
0 0 0 30.23 604.07 0 604.07 -5641.58
0+440.0
0 0 0 30.07 603.04 0 603.04 -6244.62
0+460.0
0 0 0 26.43 565.02 0 565.02 -6809.64
0+480.0
0 0 0 23.52 499.48 0 499.48 -7309.13
0+500.0
0 0 0 20.2 437.17 0 437.17 -7746.3
0+520.0
0 0 0 21.92 421.18 0 421.18 -8167.48
0+540.0
0 0 0 23.37 452.88 0 452.88 -8620.36
0+560.0
0 0 0 24.36 477.23 0 477.23 -9097.59
0+580.0
0 0 0 27.19 515.48 0 515.48 -9613.07
0+600.0
0 0 0 27.81 550 0 550 -10163.07
0+620.0
0 0 0 28.83 566.36 0 566.36 -10729.43
0+640.0
0 0 0 28.49 573.18 0 573.18 -11302.61
0+660.0
0 0 0 27.7 561.87 0 561.87 -11864.48
0+680.0
0 0 0 27.92 556.14 0 556.14 -12420.62
0+700.0
0 0 0 18.2 461.2 0 461.2 -12881.82
0+720.0
0 0 0 19.04 372.42 0 372.42 -13254.24
0+740.0
0 0 0 35.73 547.68 0 547.68 -13801.92
0+760.0
0 0 0 28.89 646.23 0 646.23 -14448.15

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0+780.0
0 0 0 20.51 494.07 0 494.07 -14942.22
0+800.0
0 0 0 20.49 410.04 0 410.04 -15352.26
0+820.0
0 0 0 20.67 411.58 0 411.58 -15763.84
0+840.0
0 0 0 16.94 376.1 0 376.1 -16139.95
0+860.0
0 0 0 17.78 347.23 0 347.23 -16487.17
0+880.0
0 0 0 20.83 386.09 0 386.09 -16873.26
0+900.0
0 0 0 24.08 449.06 0 449.06 -17322.32
0+920.0
0 0 0 26.15 502.31 0 502.31 -17824.63
0+940.0
0 0 0 23.19 493.39 0 493.39 -18318.02
0+960.0
0 0 0 18.43 416.2 0 416.2 -18734.23
0+980.0
0 0 0 19.48 379.15 0 379.15 -19113.37
1+000.0
0 0 0 17.42 368.96 0 368.96 -19482.33
1+020.0
0 0 0 16.33 337.5 0 337.5 -19819.83
1+040.0
0 0 0 15.33 316.69 0 316.69 -20136.52
1+060.0
0 0 0 15.12 304.55 0 304.55 -20441.06
1+080.0
0 0 0 14.36 294.83 0 294.83 -20735.89
1+100.0
0 0 0 14.66 290.25 0 290.25 -21026.14
1+120.0
0 0 0 15.14 298 0 298 -21324.13
1+140.0
0 0 0 13.79 289.32 0 289.32 -21613.46
1+160.0
0 0 0 13.14 269.32 0 269.32 -21882.78
1+180.0
0 0 0 13.91 270.51 0 270.51 -22153.29

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1+200.0
0 0 0 14.32 282.37 0 282.37 -22435.66
1+220.0
0 0 0 13.64 279.64 0 279.64 -22715.3
1+240.0
0 0 0 12.7 263.41 0 263.41 -22978.71
1+260.0
0 0 0 9.34 220.37 0 220.37 -23199.08
1+280.0
0 0.19 1.86 6.74 160.74 1.86 160.74 -23357.96
1+300.0
0 0.53 7.18 6.11 128.47 7.18 128.47 -23479.25
1+320.0
0 0.87 14.06 4.83 109.36 14.06 109.36 -23574.55
1+340.0
0 1.69 25.65 2.38 72.06 25.65 72.06 -23620.96
1+360.0
0 4.28 59.67 1.09 34.65 59.67 34.65 -23595.93
1+380.0
0 6.9 111.76 0.44 15.27 111.76 15.27 -23499.44
1+400.0
0 11.58 184.8 0.02 4.61 184.8 4.61 -23319.26
1+420.0
0 15.4 269.83 0 0.21 269.83 0.21 -23049.65
1+440.0
0 20.95 363.55 0 0 363.55 0 -22686.09
1+460.0
0 25.75 467 0 0 467 0 -22219.09
1+480.0
0 30.28 560.33 0 0 560.33 0 -21658.76
1+500.0
0 33.05 633.35 0 0 633.35 0 -21025.41
1+520.0
0 34.93 679.83 0 0 679.83 0 -20345.58
1+540.0
0 36.84 717.74 0 0 717.74 0 -19627.84
1+560.0
0 41.94 787.84 0 0 787.84 0 -18840
1+580.0
0 47.29 892.34 0 0 892.34 0 -17947.65
1+600.0
0 55.37 1026.65 0 0 1026.65 0 -16921

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1+620.0
0 64.14 1195.13 0 0 1195.13 0 -15725.87
1+640.0
0 74.25 1383.88 0 0 1383.88 0 -14341.99
1+660.0
0 80.97 1552.23 0 0 1552.23 0 -12789.76
1+680.0
0 82.41 1633.85 0 0 1633.85 0 -11155.91
1+700.0
0 84.85 1672.66 0 0 1672.66 0 -9483.25
1+720.0
0 91.33 1761.88 0 0 1761.88 0 -7721.37
1+740.0
0 96.56 1878.95 0 0 1878.95 0 -5842.42
1+760.0
0 96.92 1934.81 0 0 1934.81 0 -3907.61
1+780.0
0 95.94 1928.58 0 0 1928.58 0 -1979.03
1+800.0
0 95.08 1910.23 0 0 1910.23 0 -68.81
1+820.0
0 99.82 1949.08 0 0 1949.08 0 1880.27
1+840.0
0 108.09 2079.18 0 0 2079.18 0 3959.45
1+860.0
0 114.08 2221.7 0 0 2221.7 0 6181.15
1+880.0
0 107 2210.73 0 0 2210.73 0 8391.88
1+900.0
0 119.75 2267.48 0 0 2267.48 0 10659.36
1+920.0
0 120.29 2400.44 0 0 2400.44 0 13059.79
1+940.0
0 125.2 2454.92 0 0 2454.92 0 15514.71
1+960.0
0 147.92 2731.14 0 0 2731.14 0 18245.86
1+980.0
0 150.38 2982.94 0 0 2982.94 0 21228.79
2+000.0
0 162.63 3130.1 0 0 3130.1 0 24358.89
2+020.0
0 182.79 3454.24 0 0 3454.24 0 27813.13

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2+040.0
0 180.57 3633.6 0 0 3633.6 0 31446.73
2+060.0
0 192.86 3734.27 0 0 3734.27 0 35181.01
2+080.0
0 199.38 3922.35 0 0 3922.35 0 39103.35
2+100.0
0 210.38 4097.53 0 0 4097.53 0 43200.88
2+120.0
0 211.46 4218.41 0 0 4218.41 0 47419.3
2+140.0
0 219.63 4310.9 0 0 4310.9 0 51730.2
2+160.0
0 227.92 4475.42 0 0 4475.42 0 56205.62
2+180.0
0 238.08 4659.96 0 0 4659.96 0 60865.58
2+200.0
0 238.49 4765.66 0 0 4765.66 0 65631.24
2+220.0
0 246.16 4846.42 0 0 4846.42 0 70477.66
2+240.0
0 247.47 4936.29 0 0 4936.29 0 75413.95
2+260.0
0 281.61 5290.81 0 0 5290.81 0 80704.77
2+280.0
0 274.26 5558.64 0 0 5558.64 0 86263.4
2+300.0
0 288.64 5628.93 0 0 5628.93 0 91892.33
2+320.0
0 299.67 5883.08 0 0 5883.08 0 97775.41
2+340.0
0 319.14 6188.08 0 0 6188.08 0 103963.49
2+360.0
0 324.29 6434.32 0 0 6434.32 0 110397.81
2+380.0
0 333.77 6580.6 0 0 6580.6 0 116978.41
2+400.0
0 348.73 6824.93 0 0 6824.93 0 123803.34
2+420.0
0 357.17 7058.95 0 0 7058.95 0 130862.29
2+440.0
0 362.08 7192.49 0 0 7192.49 0 138054.77

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18+860.
00 0 0 354.69 7128.65 0 7128.65 -2189144.22
18+880.
00 0 0 349.23 7039.2 0 7039.2 -2196183.42
18+900.
00 0 0 345.34 6945.69 0 6945.69 -2203129.11
18+920.
00 0 0 342.9 6882.42 0 6882.42 -2210011.53
18+940.
00 0 0 334.67 6775.75 0 6775.75 -2216787.27
18+960.
00 0 0 328.13 6628.05 0 6628.05 -2223415.33
18+980.
00 0 0 320.96 6490.91 0 6490.91 -2229906.23
19+000.
00 0 0 312.09 6330.46 0 6330.46 -2236236.7
19+020.
00 0 0 303.56 6156.51 0 6156.51 -2242393.21
19+040.
00 0 0 298.45 6020.12 0 6020.12 -2248413.33
19+060.
00 0 0 287.36 5858.13 0 5858.13 -2254271.46
19+080.
00 0 0 276.05 5634.12 0 5634.12 -2259905.58
19+100.
00 0 0 268.3 5443.53 0 5443.53 -2265349.11
19+120.
00 0 0 260.53 5288.36 0 5288.36 -2270637.47
19+140.
00 0 0 247.09 5076.22 0 5076.22 -2275713.69

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19+160.
00 0 0 239.42 4865.13 0 4865.13 -2280578.82
19+180.
00 0 0 232.48 4719.03 0 4719.03 -2285297.85
19+200.
00 0 0 221.99 4544.69 0 4544.69 -2289842.54
19+220.
00 0 0 211.96 4339.45 0 4339.45 -2294181.99
19+240.
00 0 0 204.52 4164.78 0 4164.78 -2298346.77
19+260.
00 0 0 195.57 4000.89 0 4000.89 -2302347.66
19+280.
00 0 0 188.32 3838.85 0 3838.85 -2306186.51
19+300.
00 0 0 181.76 3700.74 0 3700.74 -2309887.25
19+320.
00 0 0 177.41 3591.63 0 3591.63 -2313478.88
19+340.
00 0 0 171.45 3488.59 0 3488.59 -2316967.47
19+360.
00 0 0 165.94 3373.91 0 3373.91 -2320341.38
19+380.
00 0 0 160.97 3269.11 0 3269.11 -2323610.49
19+400.
00 0 0 154.25 3152.24 0 3152.24 -2326762.73
19+420.
00 0 0 145.9 3001.47 0 3001.47 -2329764.21
19+440.
00 0 0 141.44 2873.35 0 2873.35 -2332637.55
19+460.
00 0 0 139.79 2812.3 0 2812.3 -2335449.85
19+480.
00 0 0 132.11 2719.04 0 2719.04 -2338168.9
19+500.
00 0 0 121.67 2537.82 0 2537.82 -2340706.72
19+520.
00 0 0 113.76 2354.24 0 2354.24 -2343060.96
19+540.
00 0 0 109.23 2229.86 0 2229.86 -2345290.82
19+560.
00 0 0 106.16 2153.94 0 2153.94 -2347444.76

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19+580.
00 0 0 103.1 2092.64 0 2092.64 -2349537.4
19+600.
00 0 0 99.19 2022.9 0 2022.9 -2351560.3
19+620.
00 0 0 96.29 1954.79 0 1954.79 -2353515.09
19+640.
00 0 0 93.07 1893.61 0 1893.61 -2355408.7
19+660.
00 0 0 89.25 1823.2 0 1823.2 -2357231.9
19+680.
00 0 0 86.23 1754.79 0 1754.79 -2358986.68
19+700.
00 0 0 81.39 1676.2 0 1676.2 -2360662.89
19+720.
00 0 0 77.26 1586.46 0 1586.46 -2362249.35
19+740.
00 0 0 74.21 1514.68 0 1514.68 -2363764.03
19+760.
00 0 0 73.08 1472.91 0 1472.91 -2365236.93
19+780.
00 0 0 71.62 1446.93 0 1446.93 -2366683.86
19+800.
00 0 0 75.72 1473.36 0 1473.36 -2368157.23
19+820.
00 0 0 73.25 1489.69 0 1489.69 -2369646.92
19+840.
00 0 0 70.53 1437.81 0 1437.81 -2371084.73
19+860.
00 0 0 71.47 1419.99 0 1419.99 -2372504.71
19+880.
00 0 0 69.01 1404.78 0 1404.78 -2373909.5
19+900.
00 0 0 65.71 1347.21 0 1347.21 -2375256.71
19+920.
00 0 0 65.04 1307.5 0 1307.5 -2376564.21
19+940.
00 0 0 62.45 1274.94 0 1274.94 -2377839.14
19+960.
00 0 0 61.04 1234.88 0 1234.88 -2379074.02
19+980.
00 0 0 59.09 1201.27 0 1201.27 -2380275.29

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20+000.
00 0 0 57.09 1161.76 0 1161.76 -2381437.06
20+020.
00 0 0 57.54 1146.24 0 1146.24 -2382583.3
20+040.
00 0 0 58.49 1160.31 0 1160.31 -2383743.61
20+060.
00 0 0 61.91 1204.07 0 1204.07 -2384947.68
20+080.
00 0 0 64.58 1264.9 0 1264.9 -2386212.58
20+100.
00 0 0 65.81 1303.83 0 1303.83 -2387516.41
20+120.
00 0 0 65.82 1316.3 0 1316.3 -2388832.71
20+140.
00 0 0 67.76 1335.83 0 1335.83 -2390168.55
20+160.
00 0 0 65.83 1335.88 0 1335.88 -2391504.42
20+180.
00 0 0 65.74 1315.67 0 1315.67 -2392820.09
20+200.
00 0 0 64.24 1299.76 0 1299.76 -2394119.85
20+220.
00 0 0 63.06 1272.93 0 1272.93 -2395392.78
20+240.
00 0 0 61.49 1245.51 0 1245.51 -2396638.29
20+260.
00 0 0 62.51 1240.04 0 1240.04 -2397878.33
20+280.
00 0 0 61.41 1239.16 0 1239.16 -2399117.49
20+300.
00 0 0 54.96 1163.63 0 1163.63 -2400281.11
20+320.
00 0 0 53.59 1085.48 0 1085.48 -2401366.59
20+340.
00 0 0 52.31 1059.06 0 1059.06 -2402425.65
20+360.
00 0 0 51.89 1042.06 0 1042.06 -2403467.71
20+380.
00 0 0 49.22 1011.12 0 1011.12 -2404478.83
20+400.
00 0 0 45.44 946.59 0 946.59 -2405425.42

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20+420.
00 0 0 43.31 887.52 0 887.52 -2406312.94
20+440.
00 0 0 41.62 849.32 0 849.32 -2407162.26
20+460.
00 0 0 38.3 799.14 0 799.14 -2407961.4
20+480.
00 0 0 36.89 751.88 0 751.88 -2408713.28
20+500.
00 0 0 36.54 734.36 0 734.36 -2409447.64
20+520.
00 0 0 33.4 699.46 0 699.46 -2410147.09
20+540.
00 0 0 31.81 652.13 0 652.13 -2410799.22
20+560.
00 0 0 30.28 620.92 0 620.92 -2411420.14
20+580.
00 0 0 29.36 596.4 0 596.4 -2412016.54
20+600.
00 0 0 28.67 580.31 0 580.31 -2412596.86
20+620.
00 0 0 28.26 569.37 0 569.37 -2413166.22
20+640.
00 0 0 26.8 550.66 0 550.66 -2413716.88
20+660.
00 0 0 25.36 521.6 0 521.6 -2414238.48
20+680.
00 0 0 23.04 484.01 0 484.01 -2414722.49
20+700.
00 0 0 21.74 447.86 0 447.86 -2415170.35
20+720.
00 0 0 21.39 431.41 0 431.41 -2415601.76
20+740.
00 0 0 20.48 418.8 0 418.8 -2416020.56
20+760.
00 0 0 20.22 407.08 0 407.08 -2416427.65
20+780.
00 0 0 17.99 382.16 0 382.16 -2416809.8
20+800.
00 0 0 17.8 358.06 0 358.06 -2417167.86
20+820.
00 0 0 18.95 367.79 0 367.79 -2417535.64

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20+840.
00 0 0 19.15 381.14 0 381.14 -2417916.78
20+860.
00 0 0 20.07 391.99 0 391.99 -2418308.78
20+868.
93 0 0 18.39 171.73 0 171.73 -2418480.51
20+880.
00 0 0 21.4 220.22 0 220.22 -2418700.73
20+900.
00 0 0 15.88 372.85 0 372.85 -2419073.58
20+920.
00 0 0 18.46 343.36 0 343.36 -2419416.95
20+940.
00 0 0 23.68 421.35 0 421.35 -2419838.3
20+960.
00 0 0 19.86 435.39 0 435.39 -2420273.69
20+980.
00 0 0 24.04 438.99 0 438.99 -2420712.68
21+000.
00 0 0 27.7 517.39 0 517.39 -2421230.07
21+020.
00 0 0 29.14 568.42 0 568.42 -2421798.49
21+040.
00 0 0 29.87 590.11 0 590.11 -2422388.6
21+060.
00 0 0 31.26 611.3 0 611.3 -2422999.9
21+080.
00 0 0 31.74 630.02 0 630.02 -2423629.92
21+100.
00 0 0 30.75 624.91 0 624.91 -2424254.82
21+120.
00 0 0 30.26 610.1 0 610.1 -2424864.92
21+140.
00 0 0 29.83 600.84 0 600.84 -2425465.76
21+160.
00 0 0 27.93 577.58 0 577.58 -2426043.34
21+180.
00 0 0 26.79 547.25 0 547.25 -2426590.59
21+200.
00 0 0 27.29 540.8 0 540.8 -2427131.39
21+220.
00 0 0 25.4 526.84 0 526.84 -2427658.24

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21+240.
00 0 0 25.37 507.65 0 507.65 -2428165.89
21+260.
00 0 0 23.76 491.32 0 491.32 -2428657.21
21+280.
00 0 0 20.04 438.05 0 438.05 -2429095.26
21+300.
00 0 0 18.31 383.47 0 383.47 -2429478.73
21+320.
00 0 0 17.84 361.45 0 361.45 -2429840.18
21+340.
00 0 0 16.92 347.63 0 347.63 -2430187.81
21+360.
00 0 0 17.4 343.29 0 343.29 -2430531.11
21+380.
00 0 0 16.28 336.85 0 336.85 -2430867.95
21+400.
00 0 0 15.48 317.56 0 317.56 -2431185.52
21+420.
00 0 0 12.95 284.23 0 284.23 -2431469.74
21+440.
00 0.63 6.3 10.92 238.69 6.3 238.69 -2431702.12
21+460.
00 0.94 15.67 9.01 199.36 15.67 199.36 -2431885.82
21+480.
00 1.26 22.01 6.81 158.2 22.01 158.2 -2432022.01
21+500.
00 1.59 28.59 5.04 118.42 28.59 118.42 -2432111.84
21+520.
00 2.19 37.88 3.36 83.98 37.88 83.98 -2432157.94
21+540.
00 4.31 65.04 1.76 51.2 65.04 51.2 -2432144.1
21+560.
00 6.52 108.28 0.79 25.53 108.28 25.53 -2432061.34
21+580.
00 9.05 155.72 0.31 11.04 155.72 11.04 -2431916.65
21+600.
00 11.58 206.39 0 3.09 206.39 3.09 -2431713.36
21+620.
00 12.75 243.35 0 0 243.35 0 -2431470.01
21+640.
00 13.69 264.38 0 0 264.38 0 -2431205.63

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21+660.
00 15.26 289.47 0 0 289.47 0 -2430916.16
21+680.
00 16.97 322.25 0 0 322.25 0 -2430593.92
21+700.
00 21.46 384.22 0 0 384.22 0 -2430209.7
21+720.
00 24.33 457.9 0 0 457.9 0 -2429751.8
21+740.
00 23 473.39 0 0 473.39 0 -2429278.41
21+760.
00 25.78 487.85 0 0 487.85 0 -2428790.56
21+780.
00 28.99 547.68 0 0 547.68 0 -2428242.88
21+800.
00 28.68 576.71 0 0 576.71 0 -2427666.17
21+820.
00 30.25 589.37 0 0 589.37 0 -2427076.79
21+840.
00 31.47 617.24 0 0 617.24 0 -2426459.55
21+860.
00 32.13 636.03 0 0 636.03 0 -2425823.52
21+880.
00 0 321.31 0 0 321.31 0 -2425502.21
21+900.
00 0 0 0 0 0 0 -2425502.21
21+920.
00 0 0 0 0 0 0 -2425502.21
21+940.
00 0 0 0 0 0 0 -2425502.21
21+960.
00 0 0 0 0 0 0 -2425502.21
21+968.
32 0 0 0 0 0 0 -2425502.21
267040. 5305737. 388139. 7731240. 5305737. 7731240.
Total 6 85 51 06 85 06 N/A

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Appendix 5: Horizontal Alignment

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 Appendix 6: Vertical Alignment

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Appendix 7: Typical section

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Appendix 8: Cross Section

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Adama science and technology university Page 187
REFERANCE
 Ethiopian Roads Authority (ERA) Design Manual,2002
 High way engineering, by T.D Ahuja First Edition,2001
 High way engineering, by S.K.Khanna and C.E.G. Justo 4th Edition
 Principles and practice of high way engineering by Dr.L.R. Kadiyali
 Standard hand book of civil engineering , by Gurcharan A.K Jain publisher 9th edition
 AASTHO guide for design of pavement structures,2002
 Transport Research Laboratories – Overseas Road Note 31 (TRL)
 Eagle point 2009
 Internet; Wikipedia and Google Map
 Lecture notes

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Adama science and technology university Page 189