ADIGRAT UNIVERSITY

COLLEGE OF ENGINEERING AND TECHNOLOGY

DEPARTMENT OF CIVIL ENGINEERING
PROJECT TITLE; INTEGRATED PROJECT ON PAVED ROAD
DESIGN COURSE TITLE: INTEGRATED
COURSE CODE: CENG 5191
SECTION:2
GROUP MEMBER ID NO
1. Angesom Weldegergs..............................06014/10
2. Bahlibi Kros.............................................06059/10
3. Brtukan Alem............................................14433/11
4. Kbrom Tsega............................................11407/11

ADVISER NAME;Ins.Bereket.G (MS.c.)

SUBMISSION DATE;/05/2017E.C
 ACKNOWLEDGEMENT
First of all we would like give thanks to the Almighty God for his mercy in our life. And also we
want to appreciate Ins.Bereket (MSc)for) for endowing us with the courage and his dedication
and time devotion on guiding us how to proceed and for her advice during the progress of the
project work. Our work could have been in vain in his absence. With this we have grasped a good
exposure of the practical world during the course of his advice. Just he was like sister and we do
not have enough words to thank what he has done for us during our project.

I
 ABSTRACT
The main purpose Objective of this project is to give the main access of road to user and the sub
purposespecfic objective of the project is geometric design, earth work and paved road design.
The project executed and designed by using sample of data. In our designed road we use 7m
carriage way, shoulder width
1.5m. Thesethese factors are usually varied along a route of some length, so the design is not
constant for the whole length of a road. Topography of the area affects geometric design of a
highway. The geometric design elements strongly depend on the transverse terrain through
which the roads pass Generallygenerally terrain properties are categorized in to four different
classes.Crestclasses. Crest curve is a type of vertical curves that having its convexity upward.
When a vertical curve connects a positive grade with a negative grade, it is referred to as a <<
crest curve >> Thisthis curve occurred.Theoccurred. The selection of grade is depends on the
economic benefit of the highway, safety, traffic volume and drainage. The maximum grade limit
for the design standard DS4 is given in ERA geometric design manual 2002(table 9-3) depending
on terrain type of the highway.

II
 Table of Contents
ACKNOWLEDGEMENT................................................................................................................I
abstract.............................................................................................................................................II
List of Abbreviations....................................................................................................................VII
CHAPTER ONE..............................................................................................................................1
1. INTRODUTION..........................................................................................................................1
1.1 DESCRIPTION OF PROJECT..........................................................................................1
CHAPTER TWO.............................................................................................................................2
2.......................................................................................................................................................Traffic study
and Analysis..................................................................................................................................2
2.1 Project Methodology..........................................................................................................2
2.2 Traffic volume at Opening year, AADT1..........................................................................2
2.2.1 Estimating of Traffic at the end of design period.................................................4

2.2.2 Road Classification, AADT, Carriageway Widths and Design Speeds...............4

2.2.3 Determination of CBR value................................................................................7

CHAPTER THREE........................................................................................................................10
3. Road type and design standards.................................................................................................10
3.1. Road Functional Classification......................................................................................10
3.2 Terrain classification........................................................................................................11

CHAPTER FOUR..........................................................................................................................13
4.....................................................................................................................................................Geometric
design..........................................................................................................................................13
4.1. Elements of geometric design..........................................................................................13
4.1.1. Horizontal alignment..........................................................................................13

4.1.2 The Circular Curve.............................................................................................14

4.1.3.............................................................................................................................Minimum radius
.............................................................................................................................15
4.1.3 Break reaction distance.....................................................................................16
4.1.4 Breaking distance...............................................................................................17
4.1.5 Horizontal curve sight distance..........................................................................17
4.1.6 Horizontal curve sight distance..........................................................................18
4.1.7 Vertical alignment..............................................................................................19

III
 4.1.8 Maximum grade limit.........................................................................................20
4.1.9 Critical length of gradient..................................................................................20
4.2 Types of vertical curves...................................................................................................21
4.2.1 Crest curves.........................................................................................................21
4.2.2 Sag Curve...........................................................................................................23
4.2.3 Design of crest Curves.......................................................................................24
4.3 Curve data computation....................................................................................................24
CHAPTER FIVE............................................................................................................................28
5. EARTH WORK ANALYSIS.....................................................................................................28
5.2 Shrinkage and swell..........................................................................................................29
5.3 Estimation of Earthwork...................................................................................................30
5.4 Mass haul diagram............................................................................................................31
5.5. Economic haul distance...................................................................................................31
CHAPTER SIX..............................................................................................................................33
6...............................................................................CONCLUSION AND RECOMMENDATION 33
6.1 CONCLUSION................................................................................................................33
6.2 RECOMMENDATION....................................................................................................34
REFERENCE.................................................................................................................................35
Appendix........................................................................................................................................36

IV
 LIST OF TABLES
Table 1 :AADTo value of each vehicle...........................................................................................2
Table 2 :AADTO AND AADT........................................................................................................3
Table 3 :road classification..............................................................................................................4
Table 4 :Road Classification............................................................................................................4
Table 5 : catalog for shoulder width................................................................................................5
Table 6 :lane distribution factor AASTH 1993................................................................................6
Table 7 :Value of ESAl (millions)...................................................................................................6
Table 8 :traffic class.........................................................................................................................7
Table 9 :stations and their Load at Penetration................................................................................7
Table 10 :CBR value........................................................................................................................8
Table 11 :Subgrade11: Subgrade strength class...............................................................................8
Table 12 :Subgrade strength class....................................................................................................9
Table 13 :road classification..........................................................................................................11
Table 14 :14:..................................................................................................................................lateral clearance
19
Table 15 :value of k constant.........................................................................................................21
Table 16 :Shrinkage factor for different types of soils are recommended by ERA.......................29

V
 LIST OF FIGURES
Figure 1 :circular horizontal curve elements..................................................................................14
Figure 2 :sight distance..................................................................................................................18
Figure 3 :Horizontal curve layouts.................................................................................................19
Figure 4 :sage curve.......................................................................................................................23
Figure 5 :crest Curves....................................................................................................................24
Figure 6 :crest Curves....................................................................................................................26

VI
 LIST OF ABBREVIATIONS
AASHTO…….American association for state highway y and transportation
officials BVC...Beginning of vertical curve
Emax.................Maximum super elevation
ERA..................Ethiopian Road Authority
GB1.................Granular base course
GB....................Granular sub base course
OGL.................Original ground level
PVC.................Beginning of vertical curve (point of vertical curvature)
PI.....................Point of intersection
PT....................Point of tangency
POC.................Point on curve
POS..................Point on spiral
POT.................Point on tangent
PSD.................Passing Sight Distance
PVT.................Point of vertical tangency
SD....................Surface dressing
SSD..................Stopping Sight Distance
TRL.................Transport research laboratory

VII
 CHAPTER ONE
INTRODUCTION
1.1 DESCRIPTION OF PROJECT
The movement of people and goods what is called transportation which is under taken to
accomplish those basic objectives or tasks that required transfer from one location to another.
The speed, cost and capacity of available transportation have a significant impact on the
Economic vitality of a given area and the ability to make maximum use of its natural resource.
The pattern of growth of a towns and cities is determined by the transport network and its
efficiency. In the world there are various types of transportation's like road, railway, air, water,
etc. But from all means of transportation's road transportation system is the most usable and
accessible means due to:
 It is more economical compared to the others
 Gives door to door service
 Construction is flexible
 Covers large area etc... As road transportation has so much benefit,
it has its own negative impacts.
Such as:
 Air pollution(smoke during construction and after construction)
 Noise pollution
 Energy consumption
 Initial cost is high (construction cost) etc...
Objective of the project
 To carryout detailed engineering design of highway and to be efficient in detail integrated
design of highway.
 To know the principal designing criteria of highway.
 To develop integration and communication skills in a group project working.
 To develop problem solving ability on real life project.
 To exercise working manuals like ERA, AASHTO, etc...
 To gain working experience and further knowledge on highway design.

1
 CHAPTER TWO
2.TRAFFIC STUDY AND ANALYSIS
2.1. Project Methodology
In this project we have proposed to follow a task approach to render the methodology more
specific to the goal of our project requirement as follows. Traffic Count
Traffic counts carried out over a short period as a basis for estimating the AADT can produce
estimates which are subject to large errors because traffic volumes can have large daily, weekly,
Monthly and seasonal variation.
Traffic Count is necessary:
 To assess the traffic-carrying capacity of different types of roads.
 Examine the distribution of traffic between the available traffic lanes.
 In the preparation of maintenance schedules for in-service roads.
 In the forecasting of expected traffic on a proposed new road from traffic studies on the
surrounding road system
Types of vehicle AADTo
Car 3160
S-buse 130
4wd 1870
L-buse 117
S-truck 81
M-truck 116
H-truck 72
T-T 5385
Total 10931
Table 1:AADTo value of each vehicle
2.2. Traffic volume at Opening year, AADT1
In order to forecast traffic growth it is necessary to separate traffic into the following three
categories:

2
 A Normal Traffic: Traffic that would pass along the existing road or track even if no new or
improved pavement were provided.
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 origin and destinations.
Generated traffic. Additional traffic, which occurs in response to the provision or improvement
of the road.
Calculation of (AADT)1
(AADT) n = Annual Average Daily Traffic (both directions) at year of Road Opening (year at
which construction works are completed and the whole road is made open for traffic).
(AADT)o = Annual Average Daily Traffic at the base year.
If time between traffic count year (design time) and estimated year of road opening = x that is 3
years, then
AADTn = (AADT)0 (1+i)x
For car AADT value can be obtained by using for the give value opening year at X=3 and half 20
years.
Growth rate of I=5% and
AADT (car) = AADT (1+i) x =3168 * (1+0.05)13 =5974 vehicle.
Based on this sample we can calculate the values of AADTO and AADT1 for each vehicle using
tables
V.TYPE CAR S.BUS 4WD L.BUS S.TRUCK M.TRUCK H.TRUCK T.TRAILER
AADTO 3168 130 1870 117 81 116 72 5385
AADT1 5974 245 3527 220 153 219 136 10154
Table 2:AADTO AND AADT

3
2.1.1 Estimating of Traffic at the end of design period

Table 3:road classification

The road classification of Nano to Babich road is categorized under Trunk Road with design
period of N=20 years.
2.1.2 Road Classification, AADT, Carriageway Widths and Design Speeds

Table 4:Road Classification

Road Classification, AADT, Carriageway Based on the values obtained from the total traffic we
can take the maximum values from table 10154

4
In order to determine the design speed at the middle life selecting the maximum value at middle
year (2026)
From the above table we can summarize that for AADT (2026) = 10154
 Road functional Classification.............................................................trunk
 Design standard....................................................................................Dc8
 Surface type..........................................................................................Paved
 Carriage way width..........................................................................Dual 2*7.3 m
 Design Speed
For escarpment type of terrain................................70 km/hr.
154

Table 5: catalog for shoulder width

Again from the above table we can summarize that for DC8
Shoulder width................................................................................0.5-2.5
take the average value
Shoulder width=.............................................................................1.5m
After estimating future traffic, we finally conclude our Traffic class.
Truck road for 20 year taking N=20 in addition to growth rate i=5%
The cumulative number of vehicles, T over the chosen design period N (in years) is obtained by:

T = 365*AADT*D*P [(1+i) N – 1] / i
Where D-directional factor
P- lane distribution factor

5
Table 6:lane distribution factor AASTH 1993
D=0.5
P=1

Cumulative number of vehicles, T for car = 365*1*0.5*5974[(1+0.05) 20 – 1] / 0.05

=36050322
Similarly calculate T for all vehicle type in the table

Vehicle type T TF ESAL(106)=T.f*T

Car 36050322 0.03 1.1
Small bus 1478461 0.26 0.39
4WD 21283810 0.14 3
Large bus 1327598 0.52 0.7
Small truck 923284 0.73 0.7
Medium truck 1321564 1.31 1.7
Higher truck 820696 1.61 1.3
Truck trailer 61274685 0.35 18.4
∑=28.99
Table 7:Value of ESAl (millions)
From the above table we obtained the value of ESAL =28.99 from this we can chose our traffic
class.

6
7
 CHAPTER THREE
3. ROAD TYPE AND DESIGN STANDARDS
3.1. Road Functional Classification
These factors are usually varied along a route of some length, so the design is not constant for
the whole length of a road. On the contrast, changes in the design are usually required in order to
obtain proper correlation between the road layout and the above factors, whilst maintaining
construction costs at realistic levels. The functional classification in Ethiopia includes five
functional classes.
 Trunk Road
 Link Road
 Main Access Road
 Collector Road
 Feeder Road .

A. Trunk Roads (Class I)

Centers of international importance and roads terminating at international boundaries are linked
with Addis Ababa by trunk roads. Trunk roads have a present AADT ≥ 1000, although they can
have volumes as low as 150 AADT.
B. Link Roads (Class II)
Centers of national or international importance, such as principal towns and urban centers must
be linked between each other by link roads. A typical link road has over 300 - 1000 first year
AADT, although values can range between 75-10,000 AADT.
C. Main Access Roads (Class III)
Centers of provincial importance must be linked between each other by main access roads. First
year AADT are between 30-1000.
D. Collector Roads (Class IV)
Roads linking locally important centers to each other, to a more important center, or to higher
class roads must be linked by a collector road. First year AADTs are between25-400.
E. Feeder Roads (Class V)

8
9
Any road link to a minor centre such as market and local locations is served by a feeder road.
First year AADTs are less than 150.
ROAD classification Design period

Truck 20

Link road 20

Main access road 15

Other road 10

Table 13:road: road classification

The road classification of Nano to Babich road is categorized under Trunk Road with design
period of 20 years.

3.2.Terrain. Terrain classification

Topography of the area affects geometric design of a highway. The geometric design elements strongly depend
on the transverse terrain through which the roads pass Generallygenerally terrain properties are categorized in
to four different classes:
Rolling:
In this terrain type the slopes generally rise and fall moderately and where
Occasional slopes are encountered, resulting in some restrictions in alignment (transverse terrain slope from 5
to 25 percent).
Mountainous:
This class of terrain involves hilly, mountainous and river gorges. This
Terrain imposes definite restrictions on the standard of alignment obtainable and often involves long steep
grades and limited sight distance.
Escarpment:
In addition to the terrain classes given above a fourth class is added to cater to those situations where by the
standards associated with each of the above terrain types cannot be met. In general construction costs will be
greater as the terrain becomes more difficult and higher standards will become less justifiable or achievable in
such situations than for roads in either flat or rolling terrain

10
 Type of Slope
Terrain
Flat <3%
Rolling (3-25) %
Mounta (26-50)%
inous
Escarp >50%
ment
The terrain classification of Nano babich road which is 0.888km is summarized as rolling because the slope is
17%
3.3.Design speed
It is the most important factor controlling the geometric design element 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.
The design speeds have been determined in accordance with the following guidance:
 Drivers on long distance journeys need to travel at higher speeds than local traffic.
 On local roads whose major function is to provide access, high speeds are undesirable.
Drivers usually adjust their speeds to physical limitations and prevailing traffic
conditions. Where difficult location is obvious to the driver, he is more apt to accept a
lower speed of operation.

11
 CHAPTER FOUR
4.GEOMETRIC DESIGN
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 .
4.1.Elements of geometric design
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 Cross section
 Width of carriage way
 Width of shoulders
 Right of way
 Cross fall, camber and super elevation
Elements of design are influenced by a variety of design controls engineering criteria like:
 function and classification of the road
 required design speed
 topography of the surrounding land
 projected traffic volume and composition
 traffic safety considerations
 environmental considerations
 capital cost of construction and Roadway users.
4.1.1.Horizontal alignment
Horizontal alignment consists of a series of straight sections of highway joined by suitable
curves. It is necessary to establish the proper relation between design speed and curvature as well
as the relationship with super elevation and side friction. Either their radius or the degree of the

12
curve describes horizontal curve. The Horizontal alignment of highway consists of series of
tangents and straights, curves and super elevations.
4.1.2.The Circular Curve
When a vehicle moves in a circular path, it is forced radially 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, R min, for a particular design speed, the following equation shall be used:

Figure 1:circular horizontal curve elements

Radius and Central angle usually measured to the centerline of the road, in meter. curve in
degrees respectively
Where
 PC = point of curve (the beginning point of the horizontal curve) PI = point of tangent
intersection
 PT= Point of tangent (the ending point of the horizontal curve) T = tangent length in m.
 M = middle ordinate from middle point of cord to middle point of curve in m. E =
External distance in m.
 L = length of curve

13
  D = Degree of curvature (the angle subtended by a 20m arc* along the horizontal curve)
C = chord length from PC to PT
4.1.3. Minimum radius
The minimum radius is a limiting value of curvature for a given design speed and is determined
from the maximum rate of super elevation and the maximum side friction factor selected for
design (limiting value of f). The minimum radius Rmin can be calculated directly from the
Simplified formula given by;

R
Where: - Vd = Design Speed (km/h)
e = Maximum super elevation (%/100)

f = Side friction coefficient

For DS4: Vd=70km/h , f=14%, e=8%

Rmin=702/ [127(0.08+0.14)]=175.37m
Therefore, R=max {629.92, ERA Recommended value}

R = 175m (ERA Recommended)

R provided=175.37m
Sample calculation (Curve no. One)

Δ=42O43’26’’
Topography=Flat
R min=175.37m for DC8
R provided=175.37m
Tangent length, T=R*tanΔ/2

T=175.37*tan (42043’26’’/2) T=68.59m

14
 Length of curve,

Lc=∏RΔ/180

Lc=3.14*175.37*42043’26’’/180
Lc=130.77m
Chain age of PC = PI-T
=0+182.03-27.38
=0+154.65
Chain age of PT =PC + Lc
=0+154.65+130.77
=0+285.42
The detail horizontal alignment report from eagle point software are listed in below table
Summaries of horizontal alignment
NO CHAINAG CENTERAL TOPOGRAP R min R provided TANGEN CURVE
E OF PI ANGEL HY T LENGT
LENGTH H
Lc
1 0+285.42 42043’26’’ Flat 175 175.37 68.59 130.77
2 0+297.94 42053’12’’ Rolling 175 175.37 68.88 131.27
3 0+580.373 81000’59’’ Flat 175 175.37 149.82 247.97
4 839.191 23054’15’’ Flat 175 175.37 37.123 73.16

4.1.4. Break reaction distance

It is a distance that will be travelled by the driver at the instant he/hesees an object. ERA states
the following formula for determining break reaction distance as: -
D = (0.278) (t) (V)

Where: - D = break reaction distance

(m) t = driver reaction time,
generally taken to be 2.5
seconds V = initial speed
(km/h)

15
 4.1.5. Breaking distance
Braking distance is a distance covered by the driver while applying break at the instant the driver
apply the brake up to stoppage of the vehicle.
D = V2/254f
Where, f = coefficient of friction between tires and roadway.
Once we have a radius that connects the two sections of road way safely and comfortably, it is
needed to make sure that we have to provide an adequate sight distance throughout the horizontal
curve.
Therefore,
SSD=(0.278) (t) (V) + V2/254f
Sample calculation
Curve -1
Therefore;
Given
Vd = 70km/hr T=2.5se f=0.14(14%)
d1=0.278*70*2.5=48.65m d2=702/254*0.14=137.8m
SSD=48.65+137.8=186.45m
But ERA recommends SSD=110(Recommendation)
Take SSD=186.45

4.1.6. Horizontal curve sight distance

Another element of horizontal alignment is the sight distance across the inside of curves. Where
there are sight obstructions(such as walls, cut slopes, building, and longitudinal barriers) on the
inside of curves, a design to provide adequate sight distance may require adjustment in the
normal high way cross section or change in alignment if the obstruction cannot be removed. For
general use in design of a horizontal curve, the sight line is a chord of the curve and the
applicable stopping sight distance is measured along the central line of the inside lane around a
defined horizontal Curve:

16
Figure 2:sight distance

4.1.7. Horizontal curve sight distance

Lateral clearance on simple horizontal curves with middle obstacle is given in three cases .
Case 1
S=Lc=∏RΔ/180
M=Rn*(1-cosΔ/2)
Case 2
S<Lc
M=Rn*(1-cos (28.65*S/ Rn))
Case3
S>Lc
M=Lc (2*S-Lc)/8 Rn
Sample calculation
Curve one
R=175.37m
W=14.6m
SSD=186.45m
Lc=130.77 m
Rn=R-w/4=175.37-14.6/4=171.72m

17
 This shows Lc>SSD. Therefore use case 3.
M=Lc (2*S-Lc)/8 Rn
M=130.77*(2*186.45-130.77)/8*171.72
= 23.04m

CURVE REDIUS LANE CURVE SSD LATERAL CLERANCE

NO RADIUS Rn LENGTH Lc Lc>SSD Lc<SSD

1 175.37 171.72 130.77 186.45 23.04

2 175.37 171.72 131.27 186.45 23.08

3 175.37 171.72 247.97 186.45 24.69

4 175.37 171.72 73.16 186.45 15.96

Table 14: lateral clearance

Figure 3:Horizontal curve layouts

4.1.8. Vertical alignment

Vertical alignment of a highway and its effect on the safe and economical operation of vehicle
constitutes one of the most important features of highway design. Vertical alignment of a
highway consists of straight sections of the highway known as grades, or tangents connected by
vertical curves. The design criteria which dominate in deciding on the appropriate vertical alignment
vary with the type of road being considered. Y = ax2 + bx Slope of the curve is given by;
Dy/dx = 2ax + b
And the rate of change of slope or grade is

18
 D2y/dx2 = 2a = a constant
Thus, the grade changes uniformly throughout the curve.

General Consideration
Vertical curves should be provided at points of change of grade.
The vertical curve serves a number of purposes:
 They serve as a gradual transition from one gradient to another without discomfort to a
driver.
 They eliminate sudden humps and troughs.
 They provide adequate visibility for stopping and over taking
If the point of vertical intersection (terminal PIV) is above the road surface, the curve is a
summit or crest curve and if is below the road surface, the curve is a sag curve. If the total
change in gradient from one tangent to another does not exceed 0.5 percent, vertical curves can
be dispensed with. The parabola is a vertical curve most frequently use because of the ease with
which it can be laid out. Due to the difficulties of the topography, it is not possible to join two given
points straight horizontally. Therefore, it must to use different series of grades. Moreover, to create a
smooth transition b/n these grades parabolic curves are used.
Therefore, vertical alignment includes:
 Location of appropriate gradients.
 Joining the grades with smooth

4.1.9. Maximum grade limit

The selection of grade is depends on the economic benefit of the highway, safety, traffic volume
and drainage. The maximum grade limit for the design standard DS4 is given in ERA geometric
design manual 2002(table 9-3) depending on terrain type of the highway.
4.1.10. 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. It depends on the grade of the highway. Generally, critical
length is decreased as the gradient increase and increase as the gradient decrease. (ERA
Geometric design manual 2002 table 9.4)

19
 4.2. Types of vertical curves
There are two types of vertical curves,

4.2.1 Crest curves

Crest curve is a type of vertical curves that having its convexity upward. When a vertical curve
connects a positive grade with a negative grade, it is referred to as a << crest curve >>
This curve occurred;
a) If there is a change in gradient from large positive to small positive.
b) If there is a change in gradient from positive to negative.
c) If there is a change in gradient small negative to large negative
Sight distance
Sight distance is the length of the highway that is visible to a driver. Two conditions exist when
considering the minimum sight distance criteria on vertical curves. For S<L (the most common
situation in practice)

Table 15:value of k constant

20
Design length of crest curve:
In determining the length of the curve the following points are taken in to account
 sight distance (both stopping and passing )
 class of highway (DC8)
 terrain type
 minimum curvature
 Aesthetic values
 Passenger comfort
Length of crest curve required for minimum curvature Lmc = GK
Length of crest curve required for safe stopping sight distance
When, SSD>L
Lsd = 2SSD - 200(√H1+√H2)2/G

When, SSD<L

Length of crest curve required for aesthetic value

La = Vd2*A/395
Length of crest curve required for passengers comfort
Lc = 30*A
The maximum of the above values is taken as design length for the curve. But if the Computed
curve length for the above requirements is less than the minimum curve length recommended by
ERA then the recommended value is taken as a curve length.
length 𝑜𝑓 𝑐𝑢𝑟𝑣𝑒 = 𝑚𝑎𝑥 {𝑐𝑎𝑙𝑐𝑢𝑙𝑎𝑡𝑒𝑑 𝑙𝑒𝑛𝑔𝑡h, 𝑚𝑖𝑛𝑖𝑚𝑢𝑚 𝑐𝑢𝑟𝑣𝑒 𝑙𝑒𝑛𝑔𝑡◻ 𝑜𝑓 𝑟𝑒𝑐𝑜𝑚𝑚𝑒𝑛𝑑𝑒𝑑 𝑏𝑦
𝐸𝑅𝐴}
Where: - G = the algebraic difference of the two gradient
K = rate of vertical curvature
SSD = minimum stopping sight distance h = the height from the ground to the eye of the driver,
for Crest curve, h1 = 1.05m and h2=0.6m

21
4.2.2. Sag Curve
A sag curve is a type of vertical curves that having its convexity downward. When vertical curve
connects a negative grade with a positive grade, it is termed as a <<sag curve>>.
This curve occurred;
d) If there is a change in gradient from large negative to small negative and
e) If there is a change in gradient from negative to positive.
f) If there is a change in gradient from small positive to large positive
 In this our project sag curve are applied. Minimum lengths of crest and sag vertical curves
have been recommended based on design Speeds and stopping sight distance requirements. They
provide for ride comfort, appearance, and most importantly, safety. These are

Figure 4:sage curve

The maximum of the above values is taken as design length for the curve. But if the Computed
curve length for the above requirements is less than the minimum curve length recommended by
ERA then the recommended value is taken as a curve length.
𝐿𝑒𝑛𝑔th 𝑜𝑓 𝑐𝑢𝑟𝑣𝑒 = 𝑚𝑎𝑥 {𝑐𝑎𝑙𝑐𝑢𝑙𝑎𝑡𝑒𝑑 𝑙𝑒𝑛𝑔𝑡h, 𝑢𝑚 𝑐𝑢𝑟𝑣𝑒 𝑙𝑒𝑛𝑔𝑡 𝑜𝑓 𝑟𝑒𝑐𝑜𝑚𝑚𝑒𝑛𝑑𝑒 }
Where:- G = the algebraic difference of the two gradient
K = rate of vertical curvature
SSD = minimum stopping sight distance
PSD = minimum passing sight distance h = the height from the ground to the eye of the driver,
for sag curve, h = 0.6m
Vd =deign speed α= angle between the ray from the observer’s eye to the object for sag Curve,
α= 1O

22
 4.2.3. Design of crest Curves

Curve one

Figure 5:crest Curves

Vd= 70km/hr.
Topography= flat
Maximum gradient desirable= 6%
Maximum gradient absolute= 8%
Departed gradient-----G1=-1.15% and G2=1.89%
Curve type=crest
Coefficient of friction= 0.315 h1=1.05 (derivers eye height)
h2= 0.6 (object height for stopping sight distance)
Minimum allowable "K" value = 20m (from ERA geometric design manual 2013)

4.3. Curve data computation

Algebraic difference in grade (G) = /1.89-(-5.15)/ = 7.04%
Station of PVI is 0+320
Elevation of PVI=2027.218
Curve length required for minimum curvature, k

L=GK , where K is rate of vertical curvature.

L=7.04*20
L=140.8m
Length required for safe stopping site distance

23
When SSD <L

SDD

SSD = 98.7 < 174m (min. SSD) , Take SSD = 174m

When SSD > L

LSd=

Lsd = 348m......................OK
Length of crest curve required for aesthetic value
La = = (702 ∗ 7.04)/389 = 89m
389

Length of crest curve required for passengers comfort

Lc = 30 * G
= 30 * 7.04 = 211
Therefore, the length the curve should be maximum of the above calculation:
Lmin = Max(140.8,348,89,211)
Lmin = 348m
Lprovided = 348m
Station of BVC =Station of PVI-L/2
= 0+320-348/2
=0+146
Elevation of BVC=elevation of PVI-g1*L/2
=2027.218-0.0515*348/2
=2036.18m

24
Station of EVC=station of PVI +L/2
= (0+320) +174
=0+494
Elevation of EVC=Elevation of PVI -g2*L/2
=2027.218-0.0189*174 =2023.93m

Figure 6:crest Curves

Vd= 70km/hr.
Topography=Flat
Maximum gradient desirable=6%
Maximum gradient absolute= 8%
Departed gradient-----G1= 8.19% and G2= -1.18%
Curve type=Sag
Coefficient of friction= 0.315 h1=1.05 (derivers eye height)
h2= 0.6 (object height for stopping sight distance)
Minimum allowable "K" value = 20m (from ERA geometric design manual 2013)
Curve data computation:
Algebraic difference in grade (G) = /-1.18-(1.89)/ = 3.07%
Station of PVI is 0+2033.216
Elevation of PVI=0+637.467
1. Curve length required for minimum curvature, k
L=GK, where K is rate of vertical curvature.
L=3.07*20
L=61.4m

25
1. Length required for safe stopping site distance
When, SSD >L
Lsd = 2* SSD - 2(h+SSDtanα)/A

SSD =98.7 < 174 (min. SSD provided in ERA, by interpolation)

Take SSD = 174m
When, SSD < L
Lsd=SSD2*G / (0.0042*SSD)
Lsd = 1742*0.0307/(1.22+0.0042*174) = 244.........................Not OK
When SSD > L

Lsd = 2* SSD -

Lsd = 2 ∗ 174 –
sd = 345m……………………………. Ok
2. Length of crest curve required for aesthetic value
La = Vd2*G/389
=702*3.07/389 =38.7m
4) Length of crest curve required for passengers comfort
Lc=30*G
=30 * 3.07 =92.1m
Therefore, the length the curve should be maximum of the above calculation:
𝐿𝑚𝑖𝑛 = 𝑚𝑎𝑥 (61.4, 345, 92.1, 38.7) =170m Lprovided=345m
Station of BVC =Station of PVI-𝐿/2
= (0+637.467)-172.5 =0+464.97m2
Elevation of BVC=elevation of PVI+g1*L/2
=2033.216+0.0189*345/2 = 0+2036.48
Station of EVC=station of PVI +L/2= (0+637) +345/2= 0+809.5 Elevation of EVC=Elevation of
PVI +g2*L/2
= 2033.216+(-0.0118)*345/2 = 0+2031.18

26
 CHAPTER FIVE
5. EARTH WORK ANALYSIS
Earth work is conversion of natural condition to required section and grade. 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. The most common item of work encountered in high
project is earth work.
Earth work includes:
 Clearing and Grabbing
 Excavation of drainage channels
 Borrows
 Haul & overhaul
 Grading
 Preparation of side slopes

5.1. Excavation
There are mainly three types of excavations in the construction of highway.
A. Road ways 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 simila r operations of the work.
b. Excavation for structures
This refers to the excavation of materials in order to permit the con struction of pipe culverts,
concrete box culverts, foundation for bridges, retaining walls and practically all other structures
that may be required in particular work
C. 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.
The estimation of earth quantities deserves a detailed treatment. According to ERA
specification the rate of earth work in it such as:-

27
a. 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
a) Clearing and garbing (m2): the removal of top soil, trees, bushes and etc.
b) Excavation (m3): the process of losing and removal of soil and rocks. It can be done
For three reasons. These are:-
 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 thefor the road.
1. Embankment /compaction (m3k.hr): densification of fill section of the road.
2. Transporting /hauling: moving excavated material place to place: Unit price of
Excavation including the cost of transportation from cut to fill is free haul

5.2. 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.
Type of soil Shrinkage factor

Light soil(ordinary ground) 10-25%

Light soil(swamp ground) 20-40%

Heavy soil up to10%

Table 16:Shrinkage: Shrinkage factor for different types of soils are recommended by ERA

28
 5.3. Estimation of Earthwork
The steps involved in the computation of earth work quantities and the development of the
optimal mass haul diagram are (manual):
 End area calculation
 Volume calculation
 Earthwork calculation
 Preparation of mass haul diagram
 Balancing earth works using the mass haul diagram 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 = 1/2(y1x2+y2x3+……+ynx1) - (x1y2+x2y3+………xny1)
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. Since
the average end area method is simple and is generally preferred, we choose this method for this
particular project.
Average end area method (trapezoidal method)
V= 0.5 (A1+A2)*L
Where: - V= volume in m3
A1and A2 = areas of successive cross-section in
m2 L= distance between successive cross section
in m We considered the value of L to be 20m
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.
 Total volume of cut is the sum of all adjusted volume of cuts from station to Station.Total
adjusted cut=excavation volume *adjusted factor

29
  Total accumulated fill is the sum of the embankments from station to station without
adjustment.
We assume swelling factor and shrinkage factor indicated above for the soil type light soil
(ordinary ground) 0%and 15% respectively.
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
C

5.4. 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. Mass haul diagram is a continuous
curve showing the accumulated algebraic sum of the cut (+ve) and fill (-ve) volume from some
initial station for any succeeding section. The horizontal or x-axis represents distance and is
usually expressed in meters or stations. The vertical or y- axis represents the cumulative quantity
of earth work in cubic meter. The quantity of excavation on the mass diagram is considered
positive, and embankment is negative. To draw the mass haul diagram it is convenient to tabulate
the cumulative volumes of cuts and fill at each station. The mass diagram allows a high way
engineer to determine direction of haul and the quantity of earth taken from or hauled to any
location. It shows ‘’balance point ‘’ the station between which is the volume of excavation. Mass
haul diagram was plotted using eagle point software listed in APPENDIX D

5.5. Economic haul distance

Where there are long haul distances, it may be more economical to waste and borrow materials
rather than pay for the cost of over hauling
Ce=cost of excavation per unit volume
Cb = cost of borrowing material at borrow pit
Coh = cost of over hauling per unit volume-station
Le = economical over hauling distance.
LT=total haul distance
F = free haul distance
Cost of 1m3 of material to cut and to fill = Ce+Coh

30
Cost of 1m3 material from excavate, waste, borrow and place to fill = Ce+Cb.
The maximum limit of economical length of over hauling Le is obtained at the point where these
two costs are equal.

31
 CHAPTER SIX
6.CONCLUSION AND RECOMMENDATION
6.1 CONCLUSION
Basically, this highway design project considered safety and economy for the design of the
particular road mentioned within the desired design period, social and environmental factors in
the traffic volume collected. Safety was maintained on the road horizontal and vertical alignment
to give comfort for the road users and minimize the accidental risk that may occur on the road.
The other important consideration is economy. After we give a safe geometric alignment for the
road we bother about the pavement materials. And the most economical material that is easily
available near the project area was selected. The geometric alignment design is provided based
on the chosen manuals and engineering judgments which are related to the condition of the
project.
Ethiopian road authority (ERA) was used as a guidance for the geometric design, pavement
design and other structural design. Based on the ERA specification and other manuals, selection
was done on the most economical pavement thickness using traffic analysis. The minor drainage
structure like road side ditches designed. The side ditch was designed in the allowable range of
velocity.

32
6.2 RECOMMENDATION
 To select the best alternative of the horizontal alignment, the corridor should be
somewhat wide.
 To properly evaluate the alternative routes and select the best possible routes full data
such as geological and hydrological data should be provided.
 The traffic count should be carried out properly to the standard procedure and the
resulting data should be consistent with each other. These may save to consider economic
benefit and life cycle of pavement.

33
 REFERENCE
 AASHTO-American Association for state Highway and transportation office  ERA-
Ethiopian Road Authority
 Geometric design manual
 Pavement design manual
 Eagle point software , manual , tutorials and AutoCAD
 Any electronics media like internet
 Different highway engineering book

34
 APPENDIX

Station and
Coordinate

User Name: Group5

Project: Nano to babich road way
Sub project: high way project, 001

Station and Coordinates

============================================
====================================

Alignment: Center line

Profile: Center-line

Label Station Offset Northing Easting Elevation

BOP 0+000.000 0.000 500284.072

1344048.981 2042.675
0+020.000 0.000 500267.597
1344037.642 2041.709
0+040.000 0.000 500251.122
1344026.303 2040.743
0+060.000 0.000 500234.647
1344014.964 2039.777
0+080.000 0.000 500218.171
1344003.626 2038.811
0+100.000 0.000 500201. 696
1343992.287 2037.845

35
 0+120.000 0.000 500185.221
1343980.948 2036.879
0+140.000 0.000 500168.746
1343969.609 2035.913
0+160.000 0.000 500152.159
1343958.442 2034.947
0+180.000 0.000 500133.675
1343950.984 2033.981
0+200.000 0.000 500113.838
1343949.037 2033.014
0+220.000 0.000 500094.005
1343951.553 2032.048
0+240.000 0.000 500074.209
1343954.401 2031.101
0+260.000 0.000 500054.413
1343957.248 2030.284
0+280.000 0.000 500034.553
1343959.447 2029.617
0+300.000 0.000 500014.807
1343956.734 2029.099
0+320.000 0.000 499996.625
1343948.565 2028.730
0+340.000 0.000 499980.151
1343937.227 2028.510
0+360.000 0.000 499963.708
1343925.841 2028.440
0+380.000 0.000 499947.265
1343914.456 2028.519
0+400.000 0.000 499930.822
1343903.070 2028.748
0+420.000 0.000 499914.379
1343891.684 2029.107
0+440.000 0.000 499897.936

36
1343880.299 2029.485
0+460.000 0.000 499881.493
1343868.913 2029.863
0+480.000 0.000 499865.051
1343857.527 2030.241
0+500.000 0.000 499848.608

1343846.142 2030.619
0+520.000 0.000 499832.165
1343834.756 2030.996
0+540.000 0.000 499814.402
1343825.714 2031.374
0+560.000 0.000 499794.810
1343822.043 2031.739
0+580.000 0.000 499774.979
1343824.042 2032.040
0+600.000 0.000 499756.515
1343831.549 2032.273
0+620.000 0.000 499740.914
1343843.955 2032.438
0+640.000 0.000 499727.101
1343858.419 2032.535
0+660.000 0.000 499713.287
1343872.882 2032.563
0+680.000 0.000 499699.473
1343887.345 2032.524
0+700.000 0.000 499685.660
1343901.808 2032.417
0+720.000 0.000 499671.846
1343916.272 2032.241
0+740.000 0.000 499658.033
1343930.735 2032.011

37
 0+760.000 0.000 499644.219
1343945.198 2031.776

38
User Name: Group 5
Project: Nano to babich road way
Sub project: high way project, 001

Station and Coordinates

==============================================================
====
==============
0+840.000 0.000 499587.798 1344001.758 2031.827

0+860.000 0.000 499569.888 1344010.564 2032.281

0+880.000 0.000 499551.398 1344018.189 2032.917

0+900.000 0.000 499532.909 1344025.814 2033.733

0+920.000 0.000 499514.420 1344033.440 2034.731

0+940.000 0.000 499495.930 1344041.065 2035.909

0+960.000 0.000 499477.441 1344048.690 2037.260

0+980.000 0.000 499458.952 1344056.316 2038.654

EOP 0+983.513 0.000 499455.704 1344057.655 N/A

39
Vertical profile

1 Centerline

BOP 0.000 2042.675 -4.83

320.000

1 320.000 2027.218 1.89

317.467

2 637.467 2033.216 -1.18

226.328

3 863.795 2030.556 6.97

116.205

EOP 980.000 2038.654

STATION EQUATIONS
==============================================================
=========== ========
STATION BACK STATION AHEAD

N/A
ROADCALC -Centerline

==============================================================
=========== =======
ROADCALC

-VERTICALCURVEDATA

40
==============================================================

=========== =======

CURVE NUMBER 1 SAG

VERTICAL CURVE DATA

L= 180.000
K= 26.786
E= 1.512

STATIONS AND ELEVATIONS

STATION ELEVATION ON CURVE ELEVATION ON

TANGENT
VPC 230.000 2031.565
VPI 320.000 2028.730 20
VPT 410.000 2028.918

LOW POINT 359.392 20

PASS-THROUGH POINT 359.392 20

SIGHT DISTANCE

HEADLIGHT = 120.244

41
42
 PASS- 799.772 2031.461
THROUG
H POINT

SIGHT
DISTANCE

HEADLIGHT 102.928
=

Horizontal curve
Horizontal Curve 1

I 42043’26’ R
Ic 42043’26”
Da 08011’06”
Dc 0801132”
CH N 13010’31” E

T 27.379m

R 70m

L 52.1969m
CL 50.996m
E 5.1639m

M 4.8091m

E 22.0674m
M 16.7781m

43
 Table 18 Earth Calculation

CUT ECUT FILL FILL ME swell adjested net mass haoul

AR VOLU AREA VOLU F. c volum ordin

STATI MATERIAL (m^2) (m^3) (m^2) (m^3) 0.017

ON

0+000.0 0 0 0 0 0 0
0 Original_Surfa
ce

low plastic 0 0 0 0 0 0
sandy

Total 0 0 0 0 0 0 0

0 0 0

0+020.0 4.354 43.545 0.74 44.2853 44.2853 44.285265

0 Original_Surfa
ce

low plastic 6.267 62.671 1.065 63.7364 63.7364 63.736407

sandy

Total 10.62 106.216 0 0 1.806 108.022 108.022

0 0 0

0+040.0 0 43.545 0.74 44.2853 44.2853 88.57053

0 Original_Surfa
ce

44