Web Application For Road Geometric Design

10 V May 2022
https://doi.org/10.22214/ijraset.2022.43369
International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor: 7.538
Volume 10 Issue V May 2022- Available at www.ijraset.com
Web Application for Road Geometric Design

Prof Akash Gunjal1, Ms. Rakhi Ajaykumar Salave2, Ms. Bhumika Vasant Satpute3, Ms. Dhanlaxmi Balvant Done4, Mr.
Abrar Zameer Shaikh5
Department of Civil Engineering, Pimpri Chinchwad College of Engineering and Research, Ravet, Pune, Maharashtra, India
Abstract: Transportation infrastructure includes geometric components such as horizontal, vertical curve, sight distance, super
elevation, widening, and others, especially when it comes to highway amenities. The "Website for Geometric Design of
Highway" project comprises a full geometric design as well as the resolution of engineers' issues in computing highway design
parameters using a computer program. Geometric design elements are crucial in determining the traffic operational efficiency of
a route.
Traffic operations are influenced by the number and width of lanes, the width of shoulders, and the horizontal and vertical
curves of the roadway.
Keywords: Road Geometric Design, Geometric Design, Highway Design, Transportation.
I. INTRODUCTION
Highway Engineering, as a large-scale comprehensive engineering, has the characteristics of complex technology, a broad range,
and difficult management. With the construction of the Highway Engineering project becoming increasingly difficult and the
construction scale becoming increasingly large, the traditional manual management mode has been gradually phased out. At the
moment, it has become the consensus of Highway Engineering enterprises to adopt flexible computer technology and a highly
information management system in each construction link of Highway Engineering in order to ensure construction quality and
improve construction efficiency.
As a result, this project examines existing Highway Engineering problems in design and construction management, as well as
demonstrates the specific application of computer technology in civil engineering exploration, planning, and construction
management.
II. PROBLEM STATEMENT

Problems Faced by Civil Engineer During Designing Highway
1) Highway construction has tight Construction programmed or schedule. Any slippage/delays in the programmed will put much
pressure to complete tasks progressively.
2) Substandard materials, poor workmanship, rushed jobs, incorrect construction methodologies, non-compliances, Works not
properly checked/inspected, etc. These will have detrimental issues down the track. Defects and maintenance will always cost
more after construction has been completed.
3) Under the background that the construction of the civil engineering project is more and more difficult and the construction scale
is more and more large, the traditional manual management mode has been gradually eliminated.
4) At present, in order to ensure the construction quality and improve the construction efficiency, it has become the consensus of
civil engineering enterprises to adopt flexible computer technology and highly information management system in each
construction link of civil engineering.
III. OBJECTIVES
In leading countries there is a tendency to synchronize the management of both traffic flows and objects of infrastructure. Using
innovative developments in the modeling and management of transport flows and infrastructure elements, it becomes possible:
A. Objectives Of Road Geometric Design

1) To reduce calculation time of highway design.
2) To offer a sophisticated alternative to manual process.
3) To help civil engineers improve design quality and speed project delivery
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IV. METHODOLOGY
A. Geometric Design of Highway
In the real world of Engineering designing problems are often solved by going through supplier catalog information doing handbook
calculations. This program is not just from making the needed calculations but also the Engineer opportunity to rapidly try out
alternative parameters and approaches, different components. They can discover problem area and modify their designs to find
better solution. Programming language is a computer language to communicate with computers. It is a set of instructions written in
any specific language to perform a specific task. Programming mainly uses a variety of computer languages such as C, C++ and
Java etc. Programming a solution means not only defining a solution but also creating a means to input the needed information and
to format and output the results.
This program would be able to handle any Highway Design related problem thrown at it. It would allow the user to define the
necessary parameters then the program would choose appropriate solution method from among many it had available and attempt a
solution. All this would be done in very simple manner.
B. Highway Parameters That Can Be Designed by This Program

1) Sight Distance
Sight distance is the distance along a road at which a driver from a specified height above the carriageway has a visibility of objects
and can safely stop his vehicle or overtake another vehicle. Sight distance requirement is needed in the design of vertical curves and
it also governs the setback distances of building or any other obstructions adjacent to the carriageway on a horizontal curve.
Sight Distance Considered by IRC in Highway Design Are;
1.1 Stopping Sight Distance (SSD) Non-Passing Sight Distance
1.2 Overtaking Sight Distance (OSD) Passing Sight Distance
1.3 Safe Sight Distance required for entering in an intersection
1.4 Intermediate Sight Distance (ISD)
1.5 Head Light Sight Distance (HSD)
Sight Distance on A Highway Depends Upon the Following Factors;

 Speed of Vehicle
Speed of vehicle is directly related with the sight distance. More will be the speed of vehicle more will be the sight distance
required.
Note: If Speed of vehicle is not mentioned in the problem, then consider the design speed if highway as the speed of vehicle.
 Driver’s Reaction Time

Reaction time is the time taken by the driver from the instant of seeing the object to the instant when the brakes are applied.
Total reaction time is measured on the basis of PIEV theory which varies from 0.5 seconds for simple situations to 3-4 seconds
for complex situations.
Note: IRC recommends reaction time of 2.5 seconds for stopping sight distance and 2.0 seconds for overtaking sight distance
calculations.
 Brake’s Efficiency
Efficiency of the brakes depends upon the age and characteristics of vehicle. If we say the brakes are 100% efficient. It means
vehicle will stop at the moment of applications of brakes.
But practically 100% efficiency of brakes is not achieved, otherwise skidding will occur which is uncontrollable and dangerous
for the vehicle and the road users.
Note: For the design purpose of highway, we consider only 50% brake efficiency of vehicle.
 Gradient of Pavement
When we are going down on a gradient, gravitational force also comes into action which causes the vehicle to take more time to
stop the vehicle means more sight distance is required. While climbing up a gradient less sight is required because the time taken to
stop the vehicle will be less.
 Frictional Resistance
Less distance is required by vehicle to stop when frictional resistance is more, but more friction will cause more wear and tear in
the tire which is not beneficial for the vehicle.
That’s why IRC recommend the value of longitudinal friction in between 0.35 to 0.40
Speed (kmph) 20-30 40 50 60 65 80 100
Longitudinal Coefficient of Friction, f 0.40 0.38 0.37 0.36 0.36 0.35 0.35
a) Stopping Sight Distance

Stopping sight distance is minimum distance over which the driver travelling at design speed can apply brake and bring the vehicle
to stop position safely without collision with any other obstruction. It is also known as minimum sight distance or non-passing sight
distance. Stopping sight distance should be provided throughout the length of all roads.
Stopping sight distance composed of two components:

 Lag Distance (d):
It is the distance travelled by the vehicle in total reaction time, if v is the design speed in m/s and t is the total reaction time in sec,
then,
lag distance (d) = Vt meters
if V is design speed in kmph and t in seconds, then
d = 0.278 Vt meters
 Braking Distance (l):

It is the distance travelled by vehicle after the application of brakes. It is obtained by equating the work done in stopping the vehicle
and kinetic energy stored in the vehicle. Let us consider, F is the maximum frictional force developed and l is the braking distance,
then the work done against friction in stopping the vehicle will be Fl.
Where Frictional Force, F = fW

Where, ‘W’ is the total weight of vehicle and ‘f’ is coefficient of friction
So, work done in stopping the vehicle = fWl ……(i) While the kinetic energy stored in vehicle = ½ mv2 = ½ Wv2 / 2g (W =
mg)……(ii) Now by using the law of conservation of energy,
Work done in stopping the vehicle = Kinetic energy stored in vehicle
fWl = Wv2/2g l = v2/ 2gf

Note: If braking efficiency is ƞ, the braking distance l = vt + (v2/ 2gfƞ)
Therefore,
Stopping Sight Distance (SSD) = Lag Distance + Braking Distance
SSD = vt + (v2/ 2gf)
Where, v is design speed in m/s, g is the acceleration due to gravity in m/s2, t is the total reaction time in sec and f is coefficient
of friction.
The values of stopping sight distance recommended by IRC on the basis of design speed are given in table below
Design Speed (kmph) 20 25 30 40 50 60 65 80 100
Safe Stopping Sight Distance (m) 20 25 30 45 60 80 90 120 180
 Overtaking Sight Distance (OSD)

Overtaking is necessary operation because all vehicles do not travel with a uniform speed. Overtaking is only possible when driver
has sufficient sight distance to complete the whole operation.
It is the minimum distance visible to the driver of a vehicle who is intending to overtake the slow-moving vehicle ahead safely
against the traffic of opposite direction. It is measured along the center line of road over which driver with his eye level 1.2m above
the pavement surface can see the top of an object of height 1.2m above the road surface
Note: Generally, in overtaking operations, a vehicle overtakes another vehicle, not any other object, so height of object is fixed
to1.2m above road surface.
Fig: Measurement of overtaking sight distance
Factors affecting the overtaking sight distance

 Speed of overtaking, overtake and vehicle coming from opposite direction
 The spacing between overtaking and overtaken vehicle
 Skill and reaction time of driver
 Rate of acceleration of overtaking vehicle.
 Gradient of road
 Analysis of overtaking sight distance

Let us suppose,
Vehicle A = Travelling at design speed of highway
Vehicle B = Slow moving vehicle which is to be overtaken by vehicle A Vehicle C = Travelling in opposite direction of vehicle
A and B
The whole process of overtaking is split into three parts d1, d2, and d3 as shown in fig
Where,
d1 = Distance travelled by overtaking vehicle A during the reaction time ‘t’ sec
d2 = Distance travelled by overtaking vehicle A during actual overtaking operation in time ‘T’ sec
d3 = Distance travelled by vehicle C comes from the opposite direction Vb = Speed of slow-moving vehicle (in kmph)
Note: IRC recommends the total reaction time (t) of 2 sec for overtaking sight distance.
If Vb value is not given then assume Vb = v- 4.5 m/s
Vb = V – 16 kmph
Where, v or V is the design speed in m/s or kmph
 During calculations of d1, d2, d3 we made following assumptions:

i. It is assumed that the vehicle A is forced to reduce its speed to speed of slow-moving vehicle (Vb)
ii. Spacing between vehicle A and vehicle B is s, till there is an opportunity for safe overtaking operation and
distance travelled by vehicle A during this reaction time
d1
Now, d1 is the distance travelled by the vehicle A in reaction time which is given as d1 = vbt meters
Where,
Vb = Speed of slow moving vehicle in m/s
Spacing between the vehicle A and B just before the starting of overtaking operation (i.e. at position A2 and B1) when both the
vehicles moving with the speed of Vb m/s is given by an empirical formula
S= 0.7 Vb + length of vehicle
Generally, length of vehicle considered is 6 meters
S= 0.7 Vb + 6 meters … (vb in m/s)

OR
S= 0.2 Vb + 6 meters … (vb in kmph)
Let, ‘b’ is the distance travelled by the vehicle B in complete overtaking operation time ‘T’ sec
b = Vb T meters
d2 = b+ 2s meters … (i)
And
d2 = VbT + ½ aT2 meters …(ii)
Equating equation (i) and (ii), we get,
b + 2s = Vb T + ½ a T2
= Vb T + 2s = VbT + ½ a T2
= 2s = ½ a T2
T = √4s/ a (Where a is in m/s)

Or
T = √14.4 S/ A (Where A is in kmph/ sec)
Speed Maximum overtaking acceleration

V (kmph) V (m/s) A (kmph/sec) A (m/s2)
25 6.03 5.00 1.41
30 8.34 4.80 1.30
40 11.10 4.45 1.24
50 13.86 4.00 1.11
65 18.00 3.28 0.02
80 22.20 2.56 0.72
100 27. 80 1.92 0.53
Table : Maximum overtaking acceleration at different speeds
Now,
d2 = Vb T + 2 S meters
The distance travelled by vehicle C moving at design speed v m/s during the overtaking operation of A
d3 = v T meters Therefore,
OSD = d1 + d2 + d3 meters
OSD = Vb t + Vb T + 2S + vT meters (Vb and v in m/s, t and T in sec)
Note: On divided highways with one way traffic the overtaking distance need to be only (d1 + d20, because no vehicle is
expected from the opposite direction
The values of overtaking sight distance recommended by IRC are given in table
Speed (kmph) 40 50 60 65 80 100
Safe Overtaking Sight 165 235 300 340 470 640

Distance (m)
Table no.3.4: Overtaking Sight Distance
a. Effect of Gradient on overtaking Sight Distance

On an ascending gradient, the overtaking sight distance required is more due to reduced acceleration of overtaking vehicle and
vehicle coming from opposite direction is likely to speed up. Effect of gradient is compensated by reducing the speed of
overtaken vehicle
b. Overtaking Zone
It is desirable to construct highway such that the length of road visible ahead is sufficient for safe overtaking operation. But
practically seldom it is not possible to provide overtaking sight distance throughout the length. In that case we provide particular
zones marked with wide road for overtaking operation in the highway.
These zones which are meant for overtaking are called overtaking zones.
The desirable length of overtaking zone is kept five times the overtaking sight distances.
Note: Minimum length of overtaking zone is taken as 3 times of overtaking sight distances.
 Impact Factor
This is defined as the ratio of the maximum centrifugal force to the weight of the vehicle and is expressed as a percentage.
The centrifugal force P is given by, P = (W/g) x (V2/r)
Where,
W= weight of vehicle in kg V= Speed in m/s
R= Radius of curvature in m at that particular instant
Centrifugal force is maximum when r is minimum, which occurs at the end of the transition curve i.e., when r = R
Pmax = (W/g) x (V2/R) If I is the impact factor, then

I(%) = (Pmax/ W) x 100 = (V2/gR) x 100
As R = L/ 2N and v = 0.28 V, Where V is in kmph
I (%) x 100 = 1.59 (Nv2/ L)
2) Design of Superelevation
Design of superelevation for mixed traffic condition is completed problem because different vehicles move with different speeds.
Maximum value of superelevation by neglecting the lateral friction is safer for fast moving vehicle but inconvenient for slower
vehicle. While lower superelevation, depending more on later friction would be unsafe for faster vehicle.
So, for practical condition IRC recommends that superelevation should be provided to fully counteract the centrifugal force due to
75% of design speed by neglecting the lateral friction.
Following design steps are involved into the design of superelevation

 Step 1: Calculate the superelevation corresponding to 75% of design speed and neglecting the role of lateral friction.
e + 0 = (0.75 V)2/ 127R

equilibrium = V2/225R
If ecalculated < emaximum then provide e = eequilibrium If ecalculated > emaximum then provide e = emaximum
 Step 2: Provide e = emaximum, and find the value of lateral friction‘f’
e + f = V2/ 127 R
f = (V2/ 127 R) - emaximum
If, f < 0.15, then provide e = emaximum If, f > 0.15, then fix f = 0.15
 Step 3: Now take f = 0.15, emaximum and find the actual velocity will be provided on the highway
e + f = Va2/ 127 R
emax +0.15 = Va2/ 127 R

If Vdesign < Vactual , then OK
If Vdesign > Vactual , then restrict the speed by providing speed limits sign.
3) Extrawidening
Additional width of carriageway that is required that is required on horizontal curve is referred as extrawidening. The rear wheels
follow the linear path on the curve as compared with the front wheels. The phenomena are called off tracking.
 Reasons to provide Extrawidening are;
i. To avoid offtracking due to rigidity of wheel base
ii. To counteract transverse skidding
iii. To increase the visibility at curve
iv. To encounter psychological tendency while overtaking operation
 Extrawidening is split into two parts;
a) Mechanical Widening
It is provided due to the rigidity of the wheel base, when a vehicle travels on a horizontal curve, only front wheel can be controlled
and rear wheels does not follow the same path as front wheel.
Let, R1 = Radius of path traversed by the outer rear wheel (in m) R2 = Radius of path traversed by the outer front wheel (in m) l =
Length of wheel base (in m)
Wm= Mechanical widening (in m)
R22= R12 + l2
R22= (R22 – Wm)2+ l2
R22= (R22 – 2R2Wm + Wm2+ l2
2R2Wm - Wm2 = l2
Wm = (Where R is the radius of curve)
If a road has n lanes, then the mechanical extrawidening is
Wm = nl2/2R
Fig: Extrawidening of pavement on horizontal curve
b) Psychological Widening
There is a tendency for driver closer to the edges of the pavements on curves. So psychological widening is also required to
provided, IRC proposed an empirical formula for the psychological widening.
Wps= V/9.5
Therefore, the total extrawidening (We) needed to be provided on a horizontal curve will be given as
We = Wm + Wps
We=
Note: IRC recommended values for extrawidening for single- and two-lane pavement are given below
If R > 300m, then extra widening is not provided
If R < 50m, then extrawidening is provided at inner edge
If 50 < R < 300m, then extrawidening is provided at both the edges
4) Curves
 Grade Compensation Curves on Hill Roads
When there is a horizontal curve in addition to gradient then there will be increased resistance to traction due to both curve and
gradient. Therefore, it is necessary to compensate the gradient at horizontal curve.
Grade compensation as taken is minimum of (30+R)/R % or 75/R % where ‘R’ is the radius of
Curve in meters.
Compensated Gradient = Gradient – Grade Compensation
According to IRC grade compensation is not necessary for the gradient flatter than 4%
 Transition Curves
When a vehicle travelling on a straight road enters into a horizontal curve instantaneously, it will cause discomfort to the driver. To
avoid this, it is required to provide a transition curve. This may be provided either between a tangent and a circular curve between
two branches of a compound or reverse curve
 Length of transition curve

The length of transition curve is designed to fulfill three conditions i.e.,
2.3.2.1 Rate of change of centrifugal acceleration to be acceleration to be developed gradually
2.3.2.2 Rate of introduction of the designed super elevation to be at a reasonable rate, and
2.3.2.3 Minimum length by IRC empirical formula
The length of transition curve fulfilling all the three conditions (for the highest of the three values) is generally accepted.
Length of transition curve by rate of change of radial acceleration

Radial acceleration at any point on a circular curve is (v2/R) m/s2 Where, V= Velocity of the vehicle in m/s
R= Radius of the curve in m
In order to have a gradual change of radial acceleration so as not to cause discomfort to the drivers, the curvature (1/R) must
change at a definite rate from zero to a designed value. At the tangent point the radial acceleration (v2/R) is zero and as the
radius R if infinity.
At the end of transition curve the radius ‘R’ has the minimum value of ‘Rm ’. Hence the
rate of change of radial acceleration ‘C’ is given by
72 - 0 2
V
C = R = … (i)
t Rt
Let the length of transition curve is ‘Ls’ (in m) and‘t’ is the time taken by vehicle in
second to travel the transition length at uniform speed of ‘V’ m/s
LS
t= … (ii)
V
◌ܴ
From equation (i) and (ii), we get, C = V2/ R (LS/7) = V3/ R.LS
V3 0.0215 V 3
Ls = = (Here, V is in kmph)
CR CR
Subject to a maximum of 0.8 and minimum of 0.5

Length of transition curve by an arbitrary rate of change of super elevation the length of transition curve can be such that the
superelevation (e) is applied at a uniform rate of 1 in N.
The length of transition curve ‘Ls’ is given by
When pavement is rotated about inner edge
Ls = eN(W = We)
Where,
1= Rate of change of superelevation
N = 150 (Plain and rolling terrain) N = 60 (Hilly Area)
W = Width of pavement Ws = Extra widening
When pavement is rotated about centre

W+We
Ls = eN
2
Empirical formula for the length of transition curve recommended by IRC

For plain and rolling terrain, Ls = 2. 7 (V2/R) m
For Mountainous and steep terrain, Ls =
 Setting out of transition curve

When a transition curve is introduced between a straight and circular curve, then circular curve has to be shifted so that the
transition curve meets the circular tangentially. The shift(S) of a circular curve is given by
Ls2
S= (Ls = Length of transition curve)
24R
Minimum transition length for different speed and radii
V. TECH-STACK WEBSITE FOR GEOMETRIC DESIGN OF HIGHWAY PROTOTYPE

A. Front-End: -
 HTML
 CSS
 JavaScript
 Bootstrap
B. Required Hardware
 Laptop or Desktop
 2 GB or higher RAM
 Intel or AMD Chip with 2GHz or more clock speed
 Internet Support
C. Required Software for users

 Web Browser- Chrome or Firefox
D. Required Software for Developers

 Web Browser- Chrome or Firefox
 Web Development IDE – VS Code or any other preferred IDE
VI. WORKING OF WEBSITE OD ROAD GEOMETRIC DESIGN
Geometric Design of Highway
Sight Distance Curves Super Elevation Extra Widening
1. SSD 1. Vertical 1. Mechanical

2. OSD Curves Widening
2. Horizontal 2. Psychological
Curves Widening
Flow chart no..1
For Example.
To Calculate Stopping Sight Distance : -
One way traffic road Two way traffic road
Yes Enter the gradient
No
Coefficient of road
Enter the speed of

vehicle
Flow Chart No. 4.2

Flow Chart no. 2
VII. SOURCE CODE

A. Front Page
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</div>
<script>
/* When the user clicks on the button,
toggle between hiding and showing the dropdown content */
function myFunction() {
document.getElementById("myDropdown").classList.toggle("show");
}
function filterFunction() {
var input, filter, ul, li, a, i;
input = document.getElementById("myInput");
filter = input.value.toUpperCase();
div = document.getElementById("myDropdown");
a = div.getElementsByTagName("a");
for (i = 0; i < a.length; i++) {
txtValue = a[i].textContent || a[i].innerText;
if (txtValue.toUpperCase().indexOf(filter) > -1) {
a[i].style.display = "";
} else {
a[i].style.display = "none";
}
}
}
</script>
</body>
</html>
C. Sight Distance
<!DOCTYPE html>
<html>
<head>
<style>
.button {
border: none;
padding: 16px 32px;
text-align: center;
font-size: 16px;
margin: 4px 2px;
transition-duration: 0.4s;
cursor: pointer;
}
.dropbtn {
background-color: #04AA6D;
color: white;
padding: 16px;
font-size: 16px;
border: none;
}
.dropdown {
position: relative;
}
.dropdown-content {
display: none;
position: absolute;
background-color: #f1f1f1;
min-width: 160px;
box-shadow: 0px 8px 16px 0px rgba(0,0,0,0.2);
z-index: 1;
}
.dropdown-content a {
color: black;
padding: 12px 16px;
display: block;
}
.dropdown-content a:hover {background-color: #ddd;}
.dropdown:hover .dropdown-content {display: block;}
.dropdown:hover .dropbtn {background-color: #3e8e41;}
</style>
</head>
<body>
<img src="C:\Users\GS2248\Documents\PRo\img\civilbgjpg.jpg" alt="person image" width="250px" height="200px"
style="border-radius: 50%; border: 5px solid #4ab6e0 !important; margin-top: 16px;">
<h1>Sight Distance</h1>
<button class="dropbtn">Stopping Sight Distance</button>
<div class="dropdown-content">
<a href="C:\Users\GS2248\Documents\PRo\SSD1way.html">One Way traffic Road</a>
<a href="C:\Users\GS2248\Documents\PRo\SSD2way.html">Two way traffic Road</a>
</div>
</div>
<script>
function myFunction() {
location.replace("https://www.w3schools.com")
}
</script>
<button class="dropbtn">Overtaking Sight Distance</button>
<div class="dropdown-content">
<a href="C:\Users\GS2248\Documents\PRo\OSD1way.html">One Way traffic Road</a>
<a href="C:\Users\GS2248\Documents\PRo\OSD2way.html">Two way traffic Road</a>
</div>
</div>
</body>
</html>
D. Stopping Sight Distance- One Way Traffic Road

<!doctype html>
<html>
<head>
<script>
let l, B, V, y, s, T0, b, L, f, M, D, res, temp, numTwo;
function fun()
{
V = parseFloat(document.getElementById("one").value);
temp = document.getElementById("res");
temp.style.display = "block";
l = V * 2.5 ;
document.getElementById("V").value = l;
res = 2.5;
document.getElementById("T").value = res;
f = V;
{
if ((f>=5.55 && f<= 8.33)){ // thodsa chukly
f = 0.11
}
else if(f == 11.11) {
f = 0.105
}
else if (f== 13.89)
{
f = 0.102
}
else if (f == 16.67)
{
f = 0.1
}
else if (f == 18.05)
{
f = 0.1
}
else if (f == 22.22)
{
f = 0.093
}
else if (f == 27.78)
{
f = 0.093
}
else {
A=0
}
document.getElementById("f").value = f;
}
B = ( Math.pow(V, 2) / ((2 * 9.81) *f));

document.getElementById("B").value = B;
s = (l + B);
document.getElementById("s").value = s;
M = s * 2;
document.getElementById("M").value = M;
}
</script>
</head>
<body>
<h1 style="border:2px solid rgb(233, 47, 208);">Stopping Sight Distance </h1>
<h2>One Way Distance </h2>
<p id="input">Enter the design speed of vehicle in m/s: <input id="one">
<br/><br/>
<p><button onclick="fun()">Ans</button></p>
<p id="res" style="display:none;">
Lag distance = <input id="V"><br/><br/>
Breaking distance = <input id="B"><br/><br/>
Coefficient = <input id="f"><br/><br/>
T = <input id = "T"><br/><br/>
Stopping sight distance = <input id = "s"><br/><br/>
<b>Stopping sight distance for Single Lane = <input id = "M"><br/><br/></b>
</body>
</html>
E. Stopping Sight Distance- Two Way Traffic Road

<!doctype html>
<html>
<head>
<script>
let l, B, V, y, s, T0, b, L, f, M, D, res, temp, numTwo;
function fun()
{
l = V * 2.5 ;
document.getElementById("V").value = l;
res = 2.5;
f = V;
{
if ((f>=5.55 && f<= 8.33)){ // thodsa chukly
f = 0.11
}
else if(f == 11.11) {
f = 0.105
}
else if (f== 13.89)
{
f = 0.102
}
else if (f == 16.67)
{
f = 0.1
}
else if (f == 18.05)
{
f = 0.1
}
else if (f == 22.22)
{
f = 0.093
}
else if (f == 27.78)
{
f = 0.093
}
else {
A=0
}
document.getElementById("f").value = f;
}
B = ( Math.pow(V, 2) / ((2 * 9.81) *f));

document.getElementById("B").value = B;
s = (l + B);
y = s;
document.getElementById("y").value = y;
}
</script>
</head>
<body>
<h1 style="border:2px solid rgb(233, 47, 208);">Stopping Sight Distance </h1>
<h2>Two Way Distance </h2>
<br/><br/>
Lag distance = <input id="V"><br/><br/>
Breaking distance = <input id="B"><br/><br/>
Coefficient = <input id="f"><br/><br/>
Stopping sight distance = <input id = "s"><br/><br/>
<b>Stopping sight distance for Two Lane = <input id = "y"><br/><br/></b>
</body>
</html>
F. Overtaking Sight Distance- One Way Traffic Road
<!doctype html>
<html>
<head>
<script>
let V, v, s, T0, b, L, A, M, D, res, temp, numTwo;
function fun()
{
v2 = V - 4.5 ;
document.getElementById("V").value = v2;
s = (0.7*v2)+6;
A = V;
{
if (A == 6.93){
A = 1.41
}
else if(A == 8.34) {
A = 1.31
}
else if (V == 11.10)
{
A = 1.24
}
else if (A == 11.86)
{
A = 1.11
}
else if (A == 18.00)
{
A = 0.92
}
else if (A == 22.20)
{
A = 0.72
}
else if (A == 27.80)
{
A = 0.53
}
else {
A=0
}
document.getElementById("A").value = A;
}
res = 2;
b = (Math.sqrt(s/A));
T0 = b * 2;
document.getElementById("T0").value = T0;
L = ((v2*2) + ((v2*T0) + (2*s)) );

document.getElementById("L").value = L;
M=3*L;
D=5*L;
document.getElementById("D").value = D;
}
</script>
</head>
<body>
<style>
background-image : url("civilbgjpg.jpg");
</style>

<h1 style="border:2px solid Tomato;">Overtaking Sight Distance </h1>
<br/><br/>
V2 = <input id="V"><br/><br/>
s = <input id="s"><br/><br/>
A = <input id="A"><br/><br/>
T0 = <input id = "T0"><br/><br/>
<b>Overtaking sight distance L = <input id = "L"> m/s<br/><br/></b>
<b>Minimum length of overtaking zone M = <input id = "M"> m/s<br/><br/></b>
<b>Desirable length of overtaking zone D = <input id = "D"> m/s<br/><br/></b>
</body>
</html>
G. Overtaking Sight Distance- Two Way Traffic Road
<!doctype html>
<html>
<head>
<script>
let V, v, s, T0, b, L, A, M, D, res, temp, numTwo;
function fun()
{
v2 = V - 4.5 ;
document.getElementById("V").value = v2;
s = (0.7*v2)+6;
A = V;
{
if (A == 6.93){
A = 1.41
}
else if(A == 8.34) {
A = 1.31
}
else if (V == 11.10)
{
A = 1.24
}
else if (A == 11.86)
{
A = 1.11
}
else if (A == 18.00)
{
A = 0.92
}
else if (A == 22.20)
{
A = 0.72
}
else if (A == 27.80)
{
A = 0.53
}
else {
A=0
}
document.getElementById("A").value = A;
}
res = 2;
b = (Math.sqrt(s/A));
T0 = b * 2;
document.getElementById("T0").value = T0;
L = ((v2*2) + ((v2*T0) + (2*s)) );

document.getElementById("L").value = L;
M=3*L;
D=5*L;
document.getElementById("D").value = D;
}
</script>
</head>
<body>
<style>
background-image : url("civilbgjpg.jpg");
</style>

<h1 style="border:2px solid Tomato;">Overtaking Sight Distance </h1>
<br/><br/>
V2 = <input id="V"><br/><br/>
s = <input id="s"><br/><br/>
A = <input id="A"><br/><br/>
T0 = <input id = "T0"><br/><br/>
<b>Overtaking sight distance L = <input id = "L"> m/s<br/><br/></b>
<b>Minimum length of overtaking zone M = <input id = "M"> m/s<br/><br/></b>
<b>Desirable length of overtaking zone D = <input id = "D"> m/s<br/><br/></b>
</body>
</html>
VIII. SNAPSHOT OF SOFTWARE FOR ROAD GEOMETRIC DESIGN AND INTELLIGENT TRANSPORTATION
SYSTEM
IX. CONCLUSION
In comparison to the old technique, the online tool aids engineers in better understanding the various aspects of geometric design.
The goal of adding ROAD into geometric design instruction is not to minimize or dismiss the value of the underlying mathematics,
calculations, or theory. The purpose is to assist engineers in better understanding the geometric design issues that transportation
engineers encounter. Problem-solving engineers to comprehend geometric design equations and calculations. Another assignment to
recreate the same single- curve using road design software is recommended to instructors to allow engineers extra time to acquaint
themselves with road design software. This will allow us to compare the learning experience of roadway design using software to
the old method.
REFERENCES
[1] Al Alcaic, M., G. Uchyigit, and R. Evans, A research paper recommender system using dynamic normalized tree of concepts model for user modeling.2017
[2] Beal, J., Towards effective research-paper recommender system and user modeling based on mind maps. arXiv preprintarXiv:1703.09109,2017
[3] Deng, S., Huang, L., Cu, G., Wu, X., & Wu, Z. (2016).On deep learning foratrust- aware recommendations in social networks. IEEE transactions on neural
networks and learning systems.
[4] Roach, L and O. Maim on (2008)Data mining with decision trees: theory and applications. World Scientific Pub Co Inc. ISBN 978-98127717711
[5] Bishop, C.M. (2006) Pattern Recognition and MachineLearning.Springer.ISBN0-387- 31073-8
[6] AASHTO. (2011). “Elements of design.” Chapter 3, A policy on geometric design of highways and streets, 6th Ed., Federal Highway Administration (FHWA),
Washington, DC
[7] Dr. L.R Kadyali, Dr.N.B.Lal Principle and practice of Highway Engineering(including Expressways and airport engineering) book chapter 4
[8] Partha chakroborty animesh das-principle of transportation Engineering book,2nd edition,chapter 3
[9] Ames, A. L., Nadeau, D. R., and Moreland, J. L. (1997). VRML 2.0 Source Book, 2nd Ed., Wiley, New York
[10] Chen, W., and Levinson, D. (2006). “Effectiveness of learning transportation network growth through simulation.” J. Prof. Issues Eng. Educ.Pract., 132(1),
29–41
[11]

Web Application For Road Geometric Design

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Web Application For Road Geometric Design

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10 V May 2022

Web Application for Road Geometric Design

II. PROBLEM STATEMENT

A. Objectives Of Road Geometric Design

B. Highway Parameters That Can Be Designed by This Program

Sight Distance on A Highway Depends Upon the Following Factors;

 Driver’s Reaction Time

Speed (kmph) 20-30 40 50 60 65 80 100

a) Stopping Sight Distance

Stopping sight distance composed of two components:

 Braking Distance (l):

Where Frictional Force, F = fW

fWl = Wv2/2g l = v2/ 2gf

Design Speed (kmph) 20 25 30 40 50 60 65 80 100

Safe Stopping Sight Distance (m) 20 25 30 45 60 80 90 120 180

 Overtaking Sight Distance (OSD)

Fig: Measurement of overtaking sight distance

Factors affecting the overtaking sight distance

 Analysis of overtaking sight distance

 During calculations of d1, d2, d3 we made following assumptions:

S= 0.7 Vb + length of vehicle

Generally, length of vehicle considered is 6 meters

S= 0.7 Vb + 6 meters … (vb in m/s)

Equating equation (i) and (ii), we get,

T = √4s/ a (Where a is in m/s)

T = √14.4 S/ A (Where A is in kmph/ sec)

Speed Maximum overtaking acceleration

Speed (kmph) 40 50 60 65 80 100

Safe Overtaking Sight 165 235 300 340 470 640

Table no.3.4: Overtaking Sight Distance

a. Effect of Gradient on overtaking Sight Distance

Pmax = (W/g) x (V2/R) If I is the impact factor, then

Following design steps are involved into the design of superelevation

e + 0 = (0.75 V)2/ 127R

emax +0.15 = Va2/ 127 R

R22= (R22 – Wm)2+ l2

R22= (R22 – 2R2Wm + Wm2+ l2

Wm = (Where R is the radius of curve)

If a road has n lanes, then the mechanical extrawidening is

Fig: Extrawidening of pavement on horizontal curve

Compensated Gradient = Gradient – Grade Compensation

 Length of transition curve

Length of transition curve by rate of change of radial acceleration

Subject to a maximum of 0.8 and minimum of 0.5

When pavement is rotated about inner edge

When pavement is rotated about centre

Empirical formula for the length of transition curve recommended by IRC

For Mountainous and steep terrain, Ls =

 Setting out of transition curve

Minimum transition length for different speed and radii

V. TECH-STACK WEBSITE FOR GEOMETRIC DESIGN OF HIGHWAY PROTOTYPE

C. Required Software for users

D. Required Software for Developers

VI. WORKING OF WEBSITE OD ROAD GEOMETRIC DESIGN

Geometric Design of Highway

Sight Distance Curves Super Elevation Extra Widening

1. SSD 1. Vertical 1. Mechanical

Flow chart no..1

To Calculate Stopping Sight Distance : -

L = ((v22) + ((v2T0) + (2*s)) );

L = ((v22) + ((v2T0) + (2*s)) );