2017 Highway Engineering
2017 Highway Engineering
2017 Highway Engineering
D. Transport Demand/Forecasting
Quiz/Exam --------70%
Project -------- 20%
Seatwork, Course Notes, Assignment, Recitation
Attendance ------- 10%
--------------------------------------------------------
100%
Passing % = 70%
Passing Score (Exam/Quiz) = 70
Attendance/Late
3 Late = 1 absent
5 Absent = Dropped
Group Project: The group is required to design a road/highway
applying all the knowledge in surveying and highway engineering.
The road project will cover 20 to 30 km road ( 20 km for 4 members,
25-30 km for 5 members), passing through a flat, rolling and
mountainous terrain. The horizontal alignment and vertical
alignment shall be designed in accordance with the existing
AASHTO/DPWH Design Guide/Standards. The other components of
the project are as follows:
1. Transport analysis (traffic load analysis)
2. Drawings, details and specifications of the road/highway
3. Earthworks
4. Projected Estimate
5. 2 options and criteria of evaluation
6. Drainage Design
(Deadline of Submission: March __1st week__, 2018)
References:
Highway Engineering, Oglesby
Highway Engineering, Wright
Intro. To Transpo Engg, Banks
Pavement Design, Wang
Traffic & Highway Engg, Garber
Highway Design Manual
Concepts of Transportation
Engineering
Transportation Engineering – a branch of civil
engineering that deals with the application of
technology and scientific principles to the
planning, functional design, operation and
management of facilities for any mode of
transportation in order to provide for the
safe, rapid, comfortable, convenient,
economical and environmentally compatible
movement of people and goods
Elements of Transpo
Engineering
Highway & Traffic Engineering
Pavement Engineering
Railway Engineering
Airport Engineering
Water (Harbor Engineering)
Transportation
Pipeline Transportation
Highway Engineering
Branch of transportation engineering dealing with the
planning, location, design construction and
maintenance of highways and with the regulations
and control devices employed in highway traffic
operations
Design Controls
Traffic volume
Traffic character
Design speed
ROAD DESIGN CONSIDERATIONS
Environmental Concerns
1. Potential impacts of road construction on the quality of physical and
human condition in the area.
Cultural Concerns
1. Degradation of natural history (palaeotological
significance)
2. Cultural Sites
* archaeological sites
* burial (cemetery)
* religious significance
* ethnical domain
GEOMETRIC DESIGN
STANDARDS
Traffic Flow
* influential to vehicle to vehicle interactions
* congestion may result in increase in journey time
and accident risk
MINIMUM DESIGN STANDARD PHILIPPINE HIGHWAYS
DT AVERAGE DAILY TRAFFFIC ON UNDER 200 200 - 400 400 - 1000 1000 - 2000 MORE THAN 2000
OPENING MINIMUM DESIRABLE MINIMUM DESIRABLE MINIMUM DESIRABLE
DEISGN SPEED ( km / h )
FLAT TOPOGRAPHY 60 70 70 90 80 95 90 100
ROLLING TOPOGRAPHY 40 50 60 80 60 80 70 90
MOUNTAINOUS TOPOGRAPHY 30 40 40 50 50 60 60 70
RADUIS ( meter )
FLAT TOPOGRAPHY 120 160 160 280 220 320 260 350
ROLLING TOPOGRAPHY 55 85 120 220 120 220 160 280
MOUNTAINOUS TOPOGRAPHY 30 50 50 80 80 120 180 160
GRADE ( percent )
FLAT TOPOGRAPHY 6 6 5 3 4 3 4 3
ROLLING TOPOGRAPHY 8 7 6 5 5 5 5 4
MOUNTAINOUS TOPOGRAPHY 10 9 8 6 7 6 7 5
PAVEMENT WIDTH ( m) 4 5.5; 6.0 6.1 6.7 6.7 7.3
SHOULDER WIDTH ( m) 0.5 1 1.5 2 2.5 3 3
RIGHT OF WAY WIDTH ( m) 20 30 30 30 30 60
SUPERELEVATION ( m/m ) 0.10 (max.) 0.10 ( MAX. ) 0.10 ( MAX.) 0.01 (MAX.)
NON PASSING SIGHT DISTANCE ( meter)
FLAT TOPOGRAPHY 70 90 90 135 115 150 135 160
ROLLING TOPOGRAPHY 40 60 70 115 70 115 90 135
MOUNTAINOUS TOPOGRAPHY 40 40 40 60 60 70 70 90
PASSING SIGHT DISTANCE ( meter)
FLAT TOPOGRAPHY 420 490 490 615 560 645 615 675
ROLLING TOPOGRAPHY 270 350 420 560 420 560 490 615
MOUNTAINOUS TOPOGRAPHY 190 270 270 350 360 420 420 490
Gravel, crushed gravel or Bituminous Macadm Bituminous Concrete Bituminous Concrete Surface
crushed stone bituminous Pavemet, Dense or open Surface course Course, Portland Cement
TYPE OF SURFACING preservative treatment graded plant mix surface Concrete Pavement
single or double bituminous course, bituminous concrete
surface treatment, surface course
bituminous macadam
pavement
GEOMETRIC DESIGN
STANDARDS
Traffic Information
* use for structural design purposes
* basis for traffic demand forecasting
* traffic volume estimation
Design Speed
* design varies with different terrain
* provide appropriate consistency between geometric elements
* mountainous and rolling areas speed limits as low as 40 kph
* review of design speed to ensure that they relate to current circumstances
Highway Geometric
Design Process
Specify design standards Survey Major Site Characteristics
•Topography
•Local/national standards
•Ground soil conditions
•Functional classification •Hydrologic condition
•Design speed, cross •Environmental conditions/impacts
sectional features, •Habitat
superelevation
•Existing zoned land use
•Functional classification
Modifications?
Selection of routes
•Identify alternate routes
• sketch horizontal and vertical alignments
•Screen routes and select those for preliminary design
Modifications?
Conduct (preliminary)
design
•Horizontal alignment
• vertical alignment
• cross sections
• drainage features
• earthworks
• environmental impacts
Evaluate Design
•Cost (project cost, user cost)
Detailed Design
GEOMETRIC DESIGN FEATURES,
PARAMETERS AND STANDARDS
Geometric Design features Design Design
element parameters standards
a) Cross section Traffic way,carriage No of carriageways Minimum width or
way, median, no of lanes per lane
shoulders, parking carriageway maximum and
lane, roadside Width and cross minimum cross
slope slope
Characteristics of
median
Characteristics of
shoulders/parking
lanes
b) Horizontal Horizontal curve and Number of curves Minimum radius
alignment horizontal tangent Characteristics of and length of
curves circular curve
Length of curve minimum
Available sight
clearance
distance Minimum length of
transition curve
GEOMETRIC DESIGN FEATURES,
PARAMETERS AND STANDARDS
Geometric Design features Design Design
element parameters standards
c) Vertical vertical curve types, location and min and max
alignment vertical tangent length of curve length of vertical
Length and grade curve
of tangent max grade of
emergency use,
vertical plane)
vertical curves. Vertical alignment is
When S≥L
Merging conflicts
Occurs when vehicles enter a traffic stream
Diverging conflicts Diverging
Occurs when vehicles leave the traffic stream
Weaving conflicts
Occurs by merging then diverging
Crossing conflicts Weaving
Occurs when they cross paths directly
Crossing
Three Basic Ways of Resolving Crossing
Conflicts
Time-sharing Solutions
Space-sharing Solutions
Unchannelized T
Unchannelized Y
Flared T
3-leg
intersections
Y with turning roadways
Unchannelized
Channelized
INTERCHANGES
Are classified according to the way they
handle left-turning traffic.
INTERCHANGE CONFIGURATION
- are selected on the basis of structural
cost, right-of-way costs, and ability to
serve traffic.
DIAMOND INTERCHANGE
CLOVERLEAF INTERCHANGE
Partial cloverleaf
TRumpet
FULL DIRECTIONAL
DIRECTIONAL-Y
ON-RAMP (entrance to highway)
Cross Section
Route Selection –is to flag the best location within the general
route, which will more or less permit the predetermined grade
controls
DT AVERAGE DAILY TRAFFFIC ON UNDER 200 200 - 400 400 - 1000 1000 - 2000 MORE THAN 2000
OPENING MINIMUM DESIRABLE MINIMUM DESIRABLE MINIMUM DESIRABLE
DEISGN SPEED ( km / h )
FLAT TOPOGRAPHY 60 70 70 90 80 95 90 100
ROLLING TOPOGRAPHY 40 50 60 80 60 80 70 90
MOUNTAINOUS TOPOGRAPHY 30 40 40 50 50 60 60 70
RADUIS ( meter )
FLAT TOPOGRAPHY 120 160 160 280 220 320 260 350
ROLLING TOPOGRAPHY 55 85 120 220 120 220 160 280
MOUNTAINOUS TOPOGRAPHY 30 50 50 80 80 120 180 160
GRADE ( percent )
FLAT TOPOGRAPHY 6 6 5 3 4 3 4 3
ROLLING TOPOGRAPHY 8 7 6 5 5 5 5 4
MOUNTAINOUS TOPOGRAPHY 10 9 8 6 7 6 7 5
PAVEMENT WIDTH ( m) 4 5.5; 6.0 6.1 6.7 6.7 7.3
SHOULDER WIDTH ( m) 0.5 1 1.5 2 2.5 3 3
RIGHT OF WAY WIDTH ( m) 20 30 30 30 30 60
SUPERELEVATION ( m/m ) 0.10 (max.) 0.10 ( MAX. ) 0.10 ( MAX.) 0.01 (MAX.)
NON PASSING SIGHT DISTANCE ( meter)
FLAT TOPOGRAPHY 70 90 90 135 115 150 135 160
ROLLING TOPOGRAPHY 40 60 70 115 70 115 90 135
MOUNTAINOUS TOPOGRAPHY 40 40 40 60 60 70 70 90
PASSING SIGHT DISTANCE ( meter)
FLAT TOPOGRAPHY 420 490 490 615 560 645 615 675
ROLLING TOPOGRAPHY 270 350 420 560 420 560 490 615
MOUNTAINOUS TOPOGRAPHY 190 270 270 350 360 420 420 490
Gravel, crushed gravel or Bituminous Macadm Bituminous Concrete Bituminous Concrete Surface
crushed stone bituminous Pavemet, Dense or open Surface course Course, Portland Cement
TYPE OF SURFACING preservative treatment graded plant mix surface Concrete Pavement
single or double bituminous course, bituminous concrete
surface treatment, surface course
bituminous macadam
pavement
DESIGN OF
HORIZONTAL AND
VERTICAL ALIGNMENT
Combination of Horizontal Alignment and Vertical Alignment
Combination of
Horizontal and
Vertical Alignment
GEOMETRIC ELEMENT DESIGN
• Harmony of geometric
alignment
Plan Plan
Profile Profile
Comment: A very satisfactory appearance Comment: This combination is
results when vertical and horizontal curves dangerous as the reverse curvature of
coincide. Keep vertical curve within the alignment is obscured from the
horizontal curve
driver’s view by the crest.
Plan Plan Road Intersection
Profile Profile
Comment: Ideal coordination between HA & Comment: The summit vertical curve restricts
VA, vertices of curves coinciding, creating a the driver’s view of the level crossing (or road
rich combination intersection, start of a horizontal curve or
other hazard) and produces a dangerous
situation
GEOMETRIC ELEMENT
DESIGN
Combination of Horizontal and Vertical Alignment
Plan Plan
Obstruction
Bridge
Profile
Profile
Comment: This situation always look
Comment: This is the most effective bad. It is much better to begin the
way to display a bridge. Bridge is visible detour before the driver is aware of the
to the driver. reason for it.
General Idea of Design:
HA & VA should be
superimposed; keep vertical
curve within horizontal curve.
Keep the balance of VA & HA
b) Danger of Overturning
1) At low speeds, there is a likelihood of off-
tracking while at high speeds drivers generally
experience difficulty in steering their vehicles
and thus take the outer side of the beginning of
the curve
2) To reduce the effects of these, some extra
width of pavement often provided on curves
Estimation of Control Values of
Horizontal Alignment Parameters
Danger of Overturning
The major requirements are to determine the
following:
Minimum radius and length of curve
Maximum rate of superelevation
Minimum amount of widening
Estimation of Control Values of
Horizontal Alignment Parameters
Danger of Overturning
X
V2 > x + ye
y 127 R y – xe
emax=maximum value of supreelevation (rural areas = 0.08 and urban areas =0.04 tp
0.06
V2 [y –xe]
Rso = ----------------------
127 [x +ye]
Rdmin = Max (Rsr; Rso; Rsd)
Rsd
CL
Minimum Desirable Rate of
Superelevation
To ensure that a vehicle is traveling at the 99th
percentile speed on a curve if minimum radius will
experience an acceptable lateral acceleration
Ls = 12R
Criterion 2: Length must be consider to enable the introduction of the designed superelevation
Lss = edmax * 0.5 [W + We] /RS (if pavement is rotated about the
center)
Where: Lsc, Lss = length of transition curve to fulfill rate of change of lateral acceleration and to fulfill
the rate of introduction of the designed superelevation requirements respectively
RS allowable relative slope (0.2% for 1 lane, 0.5% for 2 lanes, 1% for 3 lanes and 2% for 4 lanes)
edmax = maximum desirable rate of superelevation
W and We = normal pavement width and the extra widening at the circular curve, respectively
Lsdmin = MAX (Lsc, Lss) Lsdmin =minimum desirable length of transition spiral
Selection of a type of
horizontal curve
Is a transition curve needed?
Does a simple curve fit the site condition?
If not, what is the most appropriate
compound curve that fits the site conditions?
Selection of a type of
horizontal curve
To answer the questions, a designer needs to know
the threshold values of circular and transition
curves
Step 1: Compare Rdmin with Vd3/432: if Rdmin is less,
then transition spirals are required, otherwise, only
a circular curve is required.
Step 2: Compare the value of angle of transition curve
with the total deviation angle (angle between the
two intersecting straights). If the angle of transition
is equal to half of deviation angle, then transition
curves can be used throughout. Otherwise, a
combination of circular and transition curve is
required
Selection of a type of
horizontal curve
To answer the questions, a designer needs to know
the threshold values of circular and transition
curves
Step 3: Check whether the curve obtained through
steps 1 and 2 is compatible with the site
conditions. If yes, use the curve. If not, select a
suitable compound curve. Two criteria must be
satisfied.
1) minimum radius of the compound curve must not be
less than the minimum desirable radius
2) adequacy of the curve selected must be checked
using this figure:
Selection of a type of
horizontal curve
After selecting the appropriate type of horizontal
curve, TL12, the length of hor tangent between
two curves must be check to ensure that it is
greater than the critical length of tangent which
is given as
CTL = MAX [{10R10.5}; 2Vd]
CTL = critical tangent length and R1 is the radius of the larger
curves (consider the max radius)
If TL12 is less than CTL, a compound curve must be used to
replace the curves 1 and 2
Sample Problem
The design speed of a highway is 80 kph. However, due to
economic and other reasons, a horizontal curve of radius of
200m is on the highway. Can this speed be safely maintained
on the road? If not, what should be done?
Solution:
Step 1) Estimate the actual value of superelevation on
the horizontal curve. Assuming that emax =0.07.
Using the eqn of
edmax = MIN [0.07; (80)2/282*200]
e = 0.113
edmax = 0.07 (not safe)
Solution:
Step 2) Compare the friction demand and maximum available friction
Based from the friction demand (fd)= [(80)2 / 127 * 200] – 0.07 = 0.18
fsmax =0.37{0.0000214 * Vd2 – 0.0064 Vd + 0.77}
= 0.37{0.000214 * (80)2 – 0.0064 (80) + 0.77}
= 0.146
Since fd > fsmax; 80 kph is not safe speed on the curve
The maximum desirable speed is given as {127*200 (0.07 + 0.146)}2 = 74 kph
Thus, the speed on the curve should be restricted to 74 kph through use of signs
and markings
Sample 2
A truck with a center of gravity at x=1.2m and y=1.5m is
expected to travel on a circular curve. The design speed on the
curve is 80 kph and the minimum desirable sight distance is
150m. In addition, the expected distance of the obstruction
from the road center line is 10m. Determine the minimum
desirable values of the curve parameters.
Solution
Step 1) Checking of skidding condition
(80)2/127Rsr = e + fsmax
since it is generally recommended that emax + fsmax
should not be greater than 0.22.
(6400)/127Rsr = 0.22
Rsr = 230 m
Step 2) Check condition of stability
against overturning
V2/127Rso = [x+ye]/[y-xe]
X V=80
e=emax: 6400/127Rso = [x+ye]/[y-xe]
y = [1.2+(1.5*0.07)]/[1.5-(1.2*0.07)]
= 0.92
Thus, Rso =6400/(127*0.92)
e Rso =55m
V2 > x + ye
127 R y – xe
Step 3: Check Sight Distance condition
Rsd = (SD)2/8m
Rsd = (150)2 / (8*10)= 280m
La = 2V Vcldmin=51A, A is in %
Min and Max Length of a
Symmetrical Sag Curve
For sag curves, the main sight distance criterion to be
satisfied is night visibility
Vsldmin=Max[Lnv;Lc;La]
Lc = [V2A]/389
La = 2V
TOOLS AND TECHNIQUES
FOR CROSS SECTION DESIGN
CROSS SECTION IS THE VERTICAL PLANE
(SECTION) PERPENDICULAR TO THE LINEAR
DIRECTION OF THE ROAD
CARRIAGEWAY
TOOLS AND TECHNIQUES
FOR CROSS SECTION DESIGN
FOR ROADS OUTSIDE THE BUILT UP
AREAS: CROSS SECTION CONSISTS OF
ROADWAY (WITH ONE OR MORE
CARRIAGEWAYS) AND A ROADSIDE
FOR INTERSECTIONS, CROSS SECTION
GENERALLY CONSISTS OF OPEN SPACES
AND TRAFFIC
TOOLS AND TECHNIQUES FOR
CROSS SECTION DESIGN
Sf= space req’d due to fear of sidewalk or object (trees, parked veh, etc)
= 0.25-0.40 for sidewalk; 0.50-0.60 for objects @ V = 30 kph
= 0.35-0.50 for sidewalk; 0.70-0.80 for objects @ V = 50 kph
= 0.50-0.60 for sidewalk; 0.90-1.0 m of robjects @ V = 70 kph
TOOLS AND TECHNIQUES FOR
CROSS SECTION DESIGN
Estimation of Control Values of Design Parameters
For Built Up Areas
W = (Vd/80) + 2
In parallel parking, the minimum and desirable width are 3.0 and 3.6m respectively
TOOLS AND TECHNIQUES FOR
CROSS SECTION DESIGN
Minimum Desirable Number of Traffic Lanes for each Category of
Conveyors
Ndmin = DDFR/DSFR
Ndmin = desirable minimum number of lanes
DDFR = design demand flow rate in pcph (per car per hour)
DSFR = design service flow rate (pcph per traffic lane)
TOOLS AND TECHNIQUES FOR
CROSS SECTION DESIGN
Minimum Desirable Number of Traffic Lanes for each Category of Conveyors
A median may be designed for safety purposes in terms of (1) preventing accidents
caused by crossover traffic, headlight glare distraction and traffic turning left from
through lanes, (2) provide refuge for pedestrians crossing the highway
TOOLS AND TECHNIQUES FOR
CROSS SECTION DESIGN
1
S
1
S
Modificat
Conduct (Preliminary) Design ions?
Horizontal Alignment
Vertical Alignment
Cross sections
Drainage features
Earthwork
Environmental impacts
Evaluate Design
Costs (project costs, user costs)
Environmental impacts
Detailed Design
Existing ground Propose road
surface surface
Types of Road
Intersection
The type of intersection may be divided
intro 3 categories. One is from its shape,
and one is from its structural type and
another is from its operational type.
Shape
Three-leg intersection
T-type Y-type
Four Leg intersection
Sol’n:
Working Formula: Pn = Pi (1 + r )n
Given: Pi = 200 ADT, r = 6% and n = 5
Design Speed
* design varies with different terrain
* provide appropriate consistency between geometric elements
* mountainous and rolling areas speed limits as low as 40 kph
* review of design speed to ensure that they relate to current
circumstances
Transportation System Description:
Networks and Data
Study Area
Delineation of the study area
Subdivision of the study area into zones
Definition of zone centroids
Propose road
Transportation System Description:
Networks and Data
Networks
Modal Split modal choice
Travel
Period of day Time choice
Resistances
Network loads,
travel times, etc