SUMMARY:

Introduction:
I. Generalities:
1. Definition:
2. History of roads in Morocco:
3. Project situation:
4. Project objective:

II. Geometric standards:

Category selection:
2. Geometric characteristics in plan and profile view:
3. Stopping distance:
4. Safety distance between two vehicles:
5. Road Network Manager in Morocco:

III. Road Terminology:

1. Pavement structure:
2. Road:
3. Shoulder:
4. Platform:
5. Ditch:
6. Fill, excavation:
7. Talus :

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 8. Plate:
9. Domain:

IV. The fundamental steps in studying a road project:

1. Terrain reconnaissance:
2. Preliminary draft (P.D.) :
3. Detailed preliminary project (D.P.P):
4. Execution project:

V. The study of the elements of a road project:

1. Trace in Plan:
2. Long profile:
3. Profile type:
4. Cross profile:

VI. Topographic operations:

1. Human, material and software resources used:
2. Implantation planimetry
3. Altimetric implantation:
4. Calculation of earthworks volumes:

CONCLUSION

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 Acknowledgements:
To my dear parents to whom I owe my life.

To my family who has always encouraged and supported me. To my friends with whom I have had the
pleasure of sharing my student life. To my teachers Mr. Ohajou Mohand and Mr.
Outefga Tarik who provided me with their knowledge and advice.

Introduction:
The development of a country, province, or city is based on the quantity and quality of
these infrastructures, particularly the road infrastructures that are rehabilitated and maintained
permanently ensuring the free movement of people and their goods. But
Today, we are facing a blockage of socio-economic exchanges due to the poor state.
of these infrastructures. In response, we will also define the modern road as
being 'a properly arranged space to receive one or more flows of
circulation built in accordance with the rules.

The word road comes from the Latin word 'viarupta' which means 'broken way' so it is a way
of ground communication allowing to connect one point to another, one village to another.
Also allow thecirculationdesvehiclesà wheels. Thisthe term applies more to the ways
important located in the countryside. In vast and sparsely populated countries.

Road construction includes all the operations of the process of establishing

roadways for automobiles in urban, rural, or forested areas. This
Construction is governed by standards aimed at user safety. More and more, one of
the most important factors in the establishment of new road corridors is the impact
the impact that the new road will have on the environment and especially on the local hydrological system.
In order to properly plan a road construction project, it is necessary to know
different factors such as traffic volume and the lifespan of the work. In Morocco, the
Road represents the primary mode of transport for 90% of individuals and catalyzes 75% of the
transport of goods. Thus, road infrastructure projects and equipment
proximity occupies a prominent position within the various ongoing projects or
Scheduled in Morocco, both in urban and rural areas. The sector represents
6% of GDP and employs 10% of the urban active population. Morocco has a network
Road network of about 60,000 km, including 41,000 km of paved roads. More than 5,300 bridges.

In 2014, the motorway network extended over more than 1,500 km.

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The management and responsibility of the network are shared between the State, the municipalities and the
municipalities.

The deterioration of road surfaces continues due to the lifespan of the roads that
are coming to an end. They are therefore constantly being renewed. Few new roads are
This is why the term deconstruction of the old now comes into play.
pavements with material savings objectives, while striving to be the most
competitive on the side of businesses.

In this context, this final year project aims to analyze the techniques of
valorization of road projects. These techniques have developed and are becoming of
better and better mastered by construction companies.

I. General Information:

1. Definitions:

Road topography: this topography is related to roadworks, this type of

topography is about taking a fleeting look at the terrain, it is necessary for the
knowledge of the land where the path will be built, its boundaries, its reliefs...
In the road field, topography is an essential phase of road studies.
it is based on measurement, calculation, and drawing operations in order to reproduce on the
Terrain details paper, the topography is an important phase of the study.
drawing techniques and must reproduce as faithfully as possible the terrain strip or
the projected layout and its variants is being developed and must take into account the requirements of the
construction of road projects, primarily the geometric aspect of road layouts.
Road project: The road project applies to major roads located in open areas.
campaign. It offers everyone the opportunity to be connected to others. It consists of realization
of travel for differing interests.

Geometric norms: they depend on several important factors

Among which, the relief and local constraints. The geometric characteristics.
resulting from this choice which involves respect for the standards associated with the category of the
route and maintaining a high level of security (graduality, continuity, and compatibility
of geometric characteristics.
Excavation: Excavation is the work of moving quantities
important materials (soils, rocks, by-products, etc.) for various purposes. The
remodeling of natural areas generally leads to a permanent alteration of the
topography and landscape, by creating earthworks either by embankment or excavation.

2. Historical roads in Morocco:

- History:

4
 The Moroccan road network consists of allways of
communicationterrestrial allowing thetransportbyvehiclesroad carriers, and in particular,
motorized vehicles.

French and Spanish protectorat

From the beginning of the year 1912, and during the French and Spanish Protectorates, the first
The aim is to enable the rapid movement of troops from the Atlantic ports to the outskirts.
Easterners of the country.

Ten years later, the goal has been exceeded and more than 2,700 kilometers of roads have been
completed. The first section goes from Casablanca to Rabat. This is the starting point of the axis
strategic that, passing through Fes and the Taza gap, reaches Oujda after 700
kilometers.

From the beginning of the 1920s, Casablanca, El Jadida (Mazagan), Safi, and Essaouira (Mogador)
are connected to each other by a coastal road that will be extended later towards
Agadir.

From each of these ports, one can directly reach Marrakech which is located in the center.
of a star network but, although it was then the most populated city in Morocco, it will not be connected
to Fes by a main road in the late 1930s

From independence to the 1990s:

Morocco officially regained independence on March 2, 1956, following the established agreements.
with France and then regains control of the Tangier zone, thus one of the first
Achievements include the construction in 1957 of the road connecting Taounate to Kétama over 63 km.
crossing the heart of the Rif massif and thus connecting the former areas
French and Spanish of the protectorate.
The achievements that will follow from 1957 to 1962, amounting to more than 900 km of roads in the south of
The Atlas (regions of Agadir, Ouarzazate, Errachidia, Bouarfa) will be carried out using large
earthmoving machines.

The construction of the Rabat-Casablanca motorway began in 1970 and ended in

1986. The choice of tolls as a financing method prevailed.

In 1973, the Directorate of Roads and Road Traffic (DRCR) was established, then the following year
Following a reorganization of road maintenance, the sectors are being replaced by
mobile intervention brigades.

From 1990 to today:

The beginning of the 1990s is marked by an interest in the countryside, which had been poorly...
served. The first national rural roads program (PNCRR) launched in 1995 has
allowed the construction in 2003 of nearly 9,000 km of roads. The second, launched in 2005, aims to
the creation of 15,000 km of rural roads.

5
After the 1990s, the State becomes more involved. The construction of the Rabat highway
Tangier will start in 1993, and that of the Rabat-Fes axis in 1995. In the early 2000s, the
The network had 400 km of highways.

The national road network consists of the routes connecting the main hubs of the country.
allowing to ensure exchanges of national or international importance up to
borders with neighboring countries. It is also made up of roads having a scope
important territorial development. In 2004, it consisted of 11,000 km, or
about 20% of the total road network and has a surface rate of about 85%. It has
supported in 2007 a traffic volume of about 39 million vehicles per day, which is nearly
of 65% of the total traffic volume. Furthermore, almost 55% of national roads have a
roadway width equal to or greater than 62 m and only 1% have a cross section
less than 4 m.

TYPES AND CLASSIFICATION OF ROADS IN MOROCCO:

The classification inherited from the Protectorate between main and secondary roads is revised in
1990 to comply with the decentralization movement and better distribute the burdens
between the State and local authorities. Thus, we distinguish between national roads, regional roads,
provincial roads and municipal roads.

No
Master Type of Covered Total Tracks
Manager coated %
of work route (km) (km) (km)
(km)

National company
highways
Highways from Morocco
1831 1831 0.9
dealer

Routes
9,806 14 1,431 11 251 19.6
national

State
Routes
State 8,855 54 1 169 10,078 17.5
regional

Routes
16 365 2,095 17 197 35 657 62
provincial

36 799 2,163 19 797 57 503 100

Routes
Communes Communes 9,000
communales

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 Total
36 799 2 163 28 797 67 759
general

3. Project Status:
Geographical situation: The project of developing a road originating at the pk
0+ 0.00 km and develops on a slightly hilly terrain and ends at pk 4 +0. 664 km,
so it adds up to a length of 4.664 km.

The coordinates of the origin and the end of our study project which is just 1.344 km
situated at the following points.

Origin Extremity
X=265861.353 X=264655.192
Y=108220.512 Y=108390.250
Z=553.936 Z=552.778

Project

RP 2019

RP 2012

Topographic Overview: The route develops over a non-hilly terrain to the east.
almost flat, according to the general leveling of Morocco (G.L.M), the road is located between two
peaks 554 m and 551 m.

Geological and geotechnical situation:

The project is geologically identified in the plains of al Haouz with domination
of gravel and rubble, of runoff silt and of some clayey lentils and others
useful substances such as Phosphates, Barite, Ocher, Pegmatites, and Salt in addition to rocks
industrial and ornamental including marbles, granites, and clays at the level of the Quaternary
the House.

The soil develops along the route, during the surveys conducted in the field.
generally consisting of loose soils and clay lenses along with the presence of
clay soils due to dry and wet density.

7
Legal situation: since our project is an unclassified road, it belongs to
to local authorities.

4. Project objective:
In the near future, there will be economic residential tourism projects... in this
zone, so it is important to carry out this road project.

Facilitate access to agricultural and tourist areas of Ourika, Oukaïmeden...

When the project connects the two provincial roads (2012, 2019), it will also facilitate the
circulation at the edge of these two routes.

II. Geometric Standards:

1. Selection of category:
The category of a road section only makes sense if it corresponds to at least 5.
minutes of travel at the base speed considered for this category.

Speed (Km/h) Distance corresponding to 5 minutes of travel

40 3,33 Km
60 5,00 Km
80 6,67 Km
100 8,33 Km
120 10,00 Km

A section of road can only be classified as a 4th category if its length is

greater than 3.33 km.
Furthermore, the narrow width of the roadway and platform of rural roads, dictated by
for obvious economic reasons, is not always compatible with a tight layout that
incite to speed.
A stretch of road can only be classified as a 3rd category if its length is
greater than 5 km.
The use of standards for exceptional and first categories – even in flat relief – is
therefore prohibited for these roads according to paragraph 2 of the instruction on the characteristics
geometric characteristics of low-traffic economic roads.
If the second category standards are to be adopted, they must comply with
the recommendations of paragraph 3-3 of the instruction on the characteristics
geometric designs of country roads: straight alignments must be crossed by

8
large radius curves spaced 3 to 5 km apart and operating a change of direction
at least 3°.
On the other hand, there are no reservations for the application of the 3rd category, out of the scope.
category and the REFT standard. And one can adopt one or the other according to the constraints.
avoid and the expected level of service.
That said, the experience gained through the PNRR1 has shown that the extraordinary category is not
almost never used for roads where the projected basic speed is 40 km/h. These
Routes are always processed within the framework of the REFT standard.
It may be time to eliminate the outlier category and replace it with the standard.
REFT and to call this one: 4th category.
This means that we must consider a overhaul of the Instruction on the Characteristics.
Geometric of the Roads of Rase Campagne in the sense of removing the category
exceptional and to replace the out of category with the REFT standard and to call it 4th
category.
The overhaul of the ICGRRC is all the more justified as it would be an opportunity to
modernize in terms of presentation and arrangement of chapters, to raise the
ambiguities, to add explanatory illustrations and to remove the paragraphs dealing with
the intersections that are subject to an independent directive.

This choice also involves the following base speeds:

Category or standard Base speed

3rd category 60 km/h
4th category (REFT) 40 Km/h

So according to the instructions of rase compagne, it can be deduced that our project is classified.
in the4category.

Finally, it should be noted that rural roads are mainly used for
local movements and are therefore characterized by low traffic.
Traffic is therefore no longer a determining criterion for choosing the category of the road.
since he is weak for all these routes.
The choice of category is therefore conditioned by the terrain (flat, hilly, mountainous and
desert-like) and the local constraints (crossing of localities, avoidance of particular areas,
etc. …).

2. Geometric characteristics in plan and profile drawing

long
Regarding roads that are part of the national deconstruction program.
rural routes, the alignment of the plan layout and the longitudinal profile will follow two principles
following:
Follow the existing track as much as possible.

9
 Improve locally the geometry both horizontally and vertically in order to obtain a
geometry compliant with the adopted standard.
The design, maintenance, and operation of road infrastructure are factors
of improving road safety.

D
 efinition of the plan layout:The layout is a projection of the road onto a plane.
horizontal to the axis of the roadway, it consists of a succession of straight lines, connected by
of circular arcs. It must ensure the right conditions of safety and comfort.
D efinition of the long profile:The long profile is the projection of the road axis on
a vertical plan. It consists of a succession of straight alignments connected by
parabolic radius curves.

The minimum requirements to be met stem from the Instruction on the

Geometric Characteristics of Rural Roadways (ICGRRC) and Instructions
on the geometric characteristics of Low Traffic Economic Roads (LTER):

CHARACTERISTICS STANDARDS
4th category (REFT) 4th category (REFT)

Minimum free radius of curvature 75 m

Plan drawing Minimum normal curvature radius 30 m

Minimum absolute radius of curvature 15 m

Ramp / pentemaximumnormal 7%

Ramp / pentemaximumabsolute 12%

Connection minimum normal 1000 m

in protruding angle minimum absolute 500 m
Long profile
Minimum
500 m
normal
Connection
in an inward angle
Minimum
250m
absolute

NOTE :

10
 In the plan layout, the REFT standard rule stipulating the obligation to connect two
circular curves by a straight alignment of a minimum length of 20 meters, what
that their rays are established.

3. Distance d’arrêt:

C’est la distance de freinage ajoutée à la distance parcourue pendant le temps perception-

reaction before the start of braking.
The perception-reaction time is the interval that elapses between the moment when it becomes
perceptible the obstacle and the braking time.
We allow a reaction time of 3/4 of a second when the driver's attention is
focused.
This time is increased to 1.5 s when the driver's attention is diffuse. During the time
from perception to reaction, the vehicle travels an area such that:

The stopping distance on a straight alignment is: dad = 0.01. V² + 0.4.v

And the stopping distance in the curve is: dac=0.01. V²+0.2.v

Vb(km/h) 40 60 80 100
D.a.d(m) 32 60 96 140
D.a.c(m) 24 48 80 120

Note:

11
 The stopping distance changes according to the weather and the weight of the vehicle.

4. Safety distance between two vehicles:

Two vehicles are moving in the same direction, at the same speed. The first one brakes at the
maximum.
At what distance can the second one follow to avoid collision?
Theoretically, since they are traveling at the same speed, they will stop at the same distance.
is the braking distance.
The space between the two vehicles will simply be covered during the time of
reaction.

E=V/5.L
With:

V: the speed of the vehicle. Km/h

L: the length of the vehicle. m

5. Road network manager in Morocco:

The Moroccan road network consists of all the communication routes.
land transport allowing vehicle transportation, especially motorized vehicles
such as cars, motorcycles, buses, ...

12
Network management includes:

Local authorities (urban roads and municipal roads).

The Minister of Equipment and Transport (national, regional, provincial road).
The highways of Morocco (ADM).
Waters and forests (forest tracks).
The Minister of Agriculture.

III. Road Terminology:

1. Pavement structure:
The pavement: in the structural sense, is the set of layers of materials arranged
to support the circulation of vehicles on the prepared ground. The roadway is said to be
rigid it contains a concrete slab; it is said to be uncoupled in the case
opposite. (In our case, we have a flexible pavement).
The shape: is the surface of the prepared ground on which the roadway is built and
sometimes the shoulders when they are reported.
It can be cashed or canceled.

The different layers of a flexible pavement are, starting from the top:

. the surface layer / wearing course = 10 cm

. the base layer =20 cm
. the foundation layer = 20 cm
. the ground support

These different layers may not exist simultaneously in a

roadway. If there is always a base layer, there is not always a layer of
surface or foundation layer.

The surface layer is primarily intended to allow the absorption of

significant shear efforts caused by traffic in the area
high above the roadway.

The surface layer can be simple or multiple; in the latter case, we

call "running layer" the one that is in direct contact with the wheels
The other or the others are called 'link layers.'

The base layer, and if it exists, the foundation layer have the purpose of
essential to resist vertical loads and to distribute properly on the

13
 terrain the pressures that result; the whole of these layers constitutes
roadbed.

So the pavement structure is made as follows. (According to the project's case)

The road is placed on the ground that is natural before any work, or prepared afterwards.
excavation work.

2. Causeway:
It is the paved surface of the road, on which vehicles normally circulate.
vehicles. It is the paved surface on which the vehicles will roll.
We can distinguish:
Rigid pavement, semi-rigid pavement, and flexible pavement.
In Morocco, the width of the roadway generally varies as follows:

Bidirectional roadways have the following widths:

-4 m (a standard gauge) is the case of our project.

6 m (two narrow lanes).
7 m (two normal lanes).
One-way roads have the following widths.
5 m (one lane).
- 7 m (two lanes).
10.5 m (three lanes).

3. Shoulder:
The shoulders are the two side strips of the platform that border
externally the roadway. They can be lowered or raised.
They provide a stop for the layers of the roadway, they also ensure the
vehicle parking and occasional passage during overtaking.

14
 4. Platform:
The platform is the surface of the road that includes the carriageway or the pavements.
shoulders.
5. Ditch:

These are the excavations arranged on both sides of the platform. They are
intended to clean the platform by collecting runoff water and draining it
the roadway and the shoulders. They are dug into the ground for drainage of
water.

We distinguish: trapezoidal-shaped reinforced concrete ditches.

In the excavation areas, and ditches in earth for the rest of the sections.

Trapezoidal ditch:

Triangular ditch (this is the type of ditch we choose for our project):

6. Fill, excavation:
If the road is built above natural ground, it is said to be embankment, if it
is built below natural ground level, it is said to be in cut.
The fill: A fill is a layer of materials added on top of the natural ground.
of a sufficient thickness to achieve the final level.
A filling is essential in the following cases:

15
 the depth of the stripping is greater than the thickness of the future pavement and its
foundation.
the land must be protected from flooding.
The paving must be placed at the level of the truck or wagon platform.

Excavation: consists of lowering the ground level by removing soil.

It is the soil removed from the natural ground by digging a trench or extraction in full.
mass. The ledéblai allows you to remove soil to properly level the ground. It is very
useful for setting up a so-called load-bearing structure. There are two types of excavation for
remove enough soil and ensure perfect leveling of the ground:
The excavation spoil used for earthworks over 25 cm
d’épaisseur.
The excavation in trenches for the construction of networks and foundations

NOTE:

Mixed profile of road earthworks: is a cut where the embankments and excavations are
intersected at a point also called a fictitious point.

In a mixed profile of a road in general, one obtains the following case:

16
 7. Talus:
It is the slope, or inclination, given to the walls of the land to prevent their collapse.
depends on the nature of the terrain; it is a part of the road included between the shoulder and the
outer ditch. The embankment slopes and the excavation slopes can be distinguished:
The embankment slopes are generally set at a slope of 3 H / 2 V. 65%

The embankments are generally set to a slope of 1 H / 1 V.100%

Plate:
It is the land area occupied by the road and its annexes.

(PLATFORM + PIT + EMBANKMENT + ALL DEPENDENCIES AND WORKS).

The plate is the horizontal projection of the distances between excavation limits.

17
 9. Holdings:
The roadway area is the surface of the land owned by the community and designated for
route, as well as its dependencies.
The easement generally coincides with the public domain.

Le schéma suivant est le résumé de ce que nous citons.

18
 IV. The Fundamental Stages of a Road Project Study:
1. Ground reconnaissance:

Using existing maps and aerial photographs. The maps (1/25000, 1/10000,
1/5 000) show the surface of the land with essential planimetric details, and
its relief is expressed by contour lines.
The use of maps and aerial photographs allows for a preliminary study of the road layout.
At this exploratory stage, long profiles are drawn using contour lines and
by following several routes. The long profiles are studied briefly and compared.
among them, the essential points of the terrain are indicated on each of the profiles having
the importance of the route choice (roads, canals, rivers, ravines, railways, etc.)
met or crossed.
The summary layout of the project with indications of the main slopes and ramps, heights
of the main excavations.

The indication of the necessary works and their importance.

2. Preliminary draft (P.D.) :

The provisional long profile established will be verified and completed on site. The schematic design
works of art, the indication of kilometer points from an origin
will accompany the profile in length.

3. Detailed preliminary project (D.P.P):

We proceed to the staking on the ground of a polygonal line, called the operational base,
Following very closely the crossing bridges of the future road.
We then proceed to the large-scale lifting (1/1,000 or 1/500) of a study band of
on either side of the polygonal. The width of this band varies with the terrain, it
is on average 200 m.
Depending on the importance of the project, the survey may be topographical (trigonometry) or
photogrammetric (aerial photos, stereo ground preparation and restitution).
On the new base map including contour lines at an interval of 1 m or
0.50 m, a new long profile is graphically recorded, featuring the same
indications as in the previous stage, but with greater precision.
All planned works are also reported on the scale, along with the heights of excavation and
fill.

19
 4. Execution project:
We proceed with the installation of the stakes on the ground of the axis of the road (summits
straight alignments) by graphically taking the necessary elements on the plane, in
using natural markers such as construction angles, boundary stones, etc.
The final long profile is established on the ground after the staking of the axis. The dimensions of
The leveling and the indicated distances are therefore accurate and no longer result from interpolation.
The cross profiles are also lifted. The project dimensions are calculated to the nearest centimeter.
starting from exact elements, and profiles can be drawn precisely. We measure
then on the ground the angles formed by the alignments. These precise angles allow
to study the junction curves of the alignments, to establish the points of tangency of the
curves, their radius if they are circular and to calculate the angle at the center. These data
allows for the calculation of the necessary elements for their plotting on the ground.
The following paragraphs address the various methods of implementing circular curves.

V. The study of the components of a road project:

1. Plan Outline:
Definition:
The plan layout is a succession of lines connected by links. It represents the
projection of the road axis on a horizontal plane which can be a topographic map or
a relief represented by contour lines.
The characteristics of the elements making up the plan layout must ensure the conditions of
comfort and safety.
The trace is characterized by a base speed from which we can define and
determine all the geometric characteristics of the track.
The footprint in the plan will be studied based on the economic data that can be collected.

Rules to follow in the layout drawing:

These standards must be respected in the design or in the execution. In the following, we will
mention some requirements that seem relevant to us:
The adaptation of the layout to the natural terrain to avoid significant earthworks.
Avoid passing through agricultural land and forest areas.
Minimize private properties as much as possible.
Avoid crossing the rivers in order to minimize the number of engineering structures and this for
economic reasons.
Avoid sites that are subject to geological problems.
Try to use maximum alignment.
Avoid very plastic soils.

20
 The steps to create a layout / plane design (track software):

Add the raise in the software:

So raised and done by the Trimble 5005 GPS, Kinematic mode to do the
observations and the calculation of coordinates at the same time (2 seconds). and in
export our job as a text file.

Then, open the point sowing in the track software, but first it is necessary that the
file and in an acceptable format, that is to say by saving it as according to all the
formats and add .XYZ to the file name.

And we will obtain the following format.

In the software, open a new background and calculate the TPL. (Triangle base point and
line). From this option, calculate the basis points, the contour lines, etc.…

21
 Determine the axis:

In this step, we create an Excel file in which we will list the software track orders.

This method is very easy compared to traditional methods.

Ensuite en le lire dans le logiciel.

22
In the final state, we obtain the form above.

Then create the simple and progressive circular connections (clothoid).

Progressive connection / symmetric clothoid:

The Clothoid is a spiral, whose radius of curvature decreases in a way

Continue from the origin where it is infinite to the asymptotic point where it is zero.
The curvature of the Clothoid is linear with respect to the length of the arc. A clothoid
symmetrical it is separated from the arc by the same length L.

23
Elements of the clothoid:
Cloaca branch
Angle at the main summit
A’: Angle at the 2nd vertex (secondary vertex)
O = center of the circle
R = radius of the circle
OR = origin of the clothoid
end of the clothoid
ΔR = measure of the offset between the right element and the arc of the circle
Xm = abscissa of the center of the circle
ϕ = angle of the tangents
X = x-coordinate of FR
Y = ordinate of FR
TK = short tangent
long tangent

ω = polar angle (angle of the chord with the tangent)

With:
L = (V/3.6) * (d + 2.5) / 4 V: speed based = slope 4 rate of change in %
A= Variation of the deposits of the lines as observed by an instrument
Topographic.
A' = A + 2τ
R = radius chosen based on the category.

24
ΔR = L2/24R
Xm ≈ L/2
ϕ =[(100.d2)/(3.Π.R.L)]x3
X ≈ L/2
Y = L2 / 6R
TK, TL(application of the law of sines)
SL = rope = 2R. Sine (ϕ/3)
ω=ϕ/3

The use of the clothoid ensures:

Optical comfort: satisfactory view of the road and driving safety.
Dynamic comfort: lateral acceleration introduced gradually.
Good drainage of water....

So in our project we tried to make two clothoids. (See appendix for the axis table)
plan)

Symmetrical clothoid 1 L=18 m

25
Simple circular connection:

Allows to calculate the Angle of the tangents, the Radius of the circular sector, the length of the
Tangents, Development (the length of the arc) and the length of the Bisector.

The ARTBD (see the appendix):

A = angle at the top
R= rayon
T = tangent
B = bisector
D = development
θ = angle at the center
--------------
T = R/tan (A/2)
B= R.[(1/sin(A/2)-1]
D = ((200 - A) * π * R) / 200

In our project, we have 4 simple circular connections.

(See the appendix table of axis in plan).

26
Finally, now we can create the plan axis of our project.

In order to type in the track command bar. Command: AXE AX P1 AUTO

That is to say, the axis starts with the first point P1 and continues automatically.
T2
Towards the end.

T1

27
So the axis of our road is well formed and placed in their exact location.

After setting out the road axis, it begins with the drawing of the long profile.

2. Long profile:
Definition:

The long profile of a road is a continuous line obtained by performing a cut.

longitudinal effective, It is the projection of the axis of the projected road on a vertical plane, it
indicate the value of slopes and ramps, as well as the radii of the tops of the hills and
low points. Thus it expresses the variation in altitude of the track axis depending on
the curvilinear abscissa.
The long profile is always made up of straight line elements connected by.
circles.

The main purpose of the long profile is to ensure continuity for the driver in
the space of the road.

Rules to follow in the longitudinal profile drawing:

The positioning of the red line must be done while respecting the following points:
The standards and geometric characteristics in longitudinal profile.

The safety of the user, that is to say good geometric characteristics.

The cost of the project (according to budgetary needs).

Search for a balance between the volume of fill and the volume of excavated material.

The nature of the soil (Geotechnical study).

Adapt the long profile to the broad outlines of the landscape.

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The long profile elements:

The long profile of a road project consists of a red line, slopes, and
parabolic connections, as illustrated below:

In the Long Profile of a road project, two types of connections are distinguished:

Convex connections (projecting angle):

The minimum allowable radii of parabolic connections at prominent angles are
determined from the knowledge of the position of the human eye, obstacles and
stopping and visibility distances.

In the REFT category, the absolute minimum radius of the convex connection is: RMA=1000.

Concave connections (recessed angle):

These beams do not pose major safety issues but their sizing is
essentially conditioned by dynamic comfort constraints, the conditions of
nighttime visibility and rainwater runoff evacuation.

In the REFT category, the normal minimum radius of the concave connection is: RMN=500.

The parabolic connection is a technique that allows linking the slopes of the line.
red of a long profile by curvature rays chosen according to the category
adopted.

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 The steps for creating a long profile / longitudinal design (track software):

Calculate ground levels:

To create a long profile, you must first calculate the ground dimensions.
In creating the ground thresholds, use the TPL seeding from the base plan, as follows:

So open the background file in the track software.

We use the calculate option and then terrain, then the following window appears:

We perform interpolation to determine the altitudes of the points containing the roadway.

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We use the TPL point sowing.

We determine the width of our interval on the left and the right.

Here is our terrain interpolation with a TPL file that was calculated.

The land levels are also calculated.

After saving it by profile.

So we will then obtain the window below:

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We have 69 profiles, and they are all set.

Calculate slopes:
They are also created according to the corresponding category.

In our case, where the studied category is REFT; low traffic economic road.
Deviance in alignment to the right is = 2%

Maximum discharge is = 7%

And you can calculate them based on the curvature radii of the project axis, see the figure.
next.

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In the software track, they are determined as follows.

Click on slope, the following window will appear:

In the cant table, list the branches of the clothoid and the corresponding radii.
each overhang.

Once we have entered the beams and the branches, we can now calculate the slopes.

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As the slopes and terrain grades are defined and well calculated, we can begin the
longitudinal conception.

Longitudinal profile training:

First, we convert our track file to a dxf file to process it in AutoCAD.

So in the software we're going to set parameters on which we will transfer our
file to autocad.

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35
The treatments we need to carry out are:

create a raw red line that has straight alignments (slope and ramp)
on which we will base ourselves to determine the radii of our parabolic connection.

try as much as possible to balance between excavation and filling.

create the corners with inward and outward angles, comply with category standards.

Create the parabolic connections based on these rays.

Create an Excel file and move the coordinates of the vertices into this file.
connections like points on our red line, also with the rays of
connections.

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After the Excel file is finished, we can now convert it to a text file.
read in the software track.

This is the profile of

terrain

LIR

The command means to read the Excel file.

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So after the file is created, the profile will have to be read.

So we observe that our project is almost flat.

Our long profile is completely finished, we have calculated the ground dimensions through interpolation.
then the various and finally we designed our project line which is the red line.

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The table above is a notebook in which the software summarizes all the characteristics and
the elements of the profile in detail. (See the table in the annexes)

Afterward, we save our red line and then tabulate it. (The complete table is in the appendix)

So from here we have to finish and complete the longitudinal design of our project.

We have determined the axis of our route.

create the long profile.

Maintenant, fermez la fenêtre de la conception longitudinale et ouvrez la fenêtre de la
Cross-cutting conception to move to the next steps.

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 3. Profile type:
Definition:

Side view of the road structure indicating the various layers.

and their thickness.

Set of characteristics that fundamentally define a type of pavement;

land configuration, excavation or filling or well together.

Choice of a cross-sectional profile type:

In the case of this project, we have chosen the typical profile as follows.
- Platform = 6m.
- Roadway = 4m.
- Accotements = 2x1.
Road body = 20 GNF + 20 GNB + RSB (bituminous surface layer).

So now we are going to start calculating our project.

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In the next step, we will try to create our profile based on the type we are on.
to base for making the profiles across.

Create a
new p. type

So, since we have already made the choice of our typical profile, our platform will be:

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In this window, list the parameters and dimensions of our roadway, knowing that
that the software track is to choose only one side of the road to size it, then it
make the same settings on the other side.

So when making the embankments in the case of excavations and fill, and also when they
mixed amounts.

So here in the case of a profile in cross-section in excavation.

In the case of backfill:

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Now we will size the roadway on one side.

So the thickness of our road body is a total of 50cm.

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The base, that is to say all the pavement layers, and here we have two main layers are
foundation layer and base layer, and the wearing course.

the form layer here means the base layer and the wearing layer.

Base car: untreated grade B (GNB) = 20 cm.

Wearing course: asphalt surface coating (RSB) = 10cm.

The base layer here is the wearing course = 10cm.

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So our typical cross profile is finished:

4. Cross profile:

Definition:
It is the projection of the axis of the projected road along a perpendicular plane, it
indicate the nature of the materials, as well as the thicknesses of the layers forming the body
of pavement. Allow for the calculation of the following parameters:
The position of the theoretical grounding points of the excavations
The project's footprint and its impact on the natural land
The volumes (excavated and fill volumes).

The cross-profile must be such that it can ensure the flow at all times.
Current and expected traffic under good conditions of safety and comfort, and thus

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The quick drainage of rainwater.
There are two types of cross profiles which are:
Cross-section type: is a graphical representation, containing and detailing a
Specify precisely all the elements constituting the road, including the dimensions of the
Route, its dependencies, the pavement structure, its component as well as the
Thicknesses.
Profile in cross current: applies to the indicated PK, it resumes and mentions
All the data characterizing the cross-section of the road at the PK
Considered, notably natural ground level (TN), project level. deviation of the
Causeway.

The cross-sectional profile elements:

A road project involves the design of a large number of cross-sections, to avoid
reporting on each of their dimensions, we first establish a unique profile called
"Type cross-profile" containing all dimensions and all construction details
lane widths, surface and embankment slopes, dimensions of the superstructure layers,
drainage system for water etc.…).

The types of cross profiles:

There are three types of cross profiles: embankment profiles, excavation profiles or the profiles.
mixed.

Final stage, project calculation:

To calculate the project and determine the cross profiles, the standard profile is used.

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So we are going to build the profiles across with the standard profile.

Press calculate all, to

calculate all 69 profiles

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 Mixed transverse profile

So all the profiles are calculated, we have completed the layout study, the long profile and
recently the profiles across from a standard profile.

Now, based on these profiles, we will calculate the project:

The volume of earthworks

The pavement cubature

The perspective ......

All the spreadsheets are in the annex notebook.

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VI. Topographic operations:
1. Human, material and software resources used:
Human resources:

To carry out the topographic operations in this project, we need four.

people:

Brigade chief: he is responsible for the task to be performed, it is he who will choose the
methods to be employed, control the observations, perform the necessary calculations ...

Sketcher: drew drafting sketches and details.

The operator sets up the equipment at the points to be surveyed and takes the readings.
correspondences.

Port mire: he is the one who established the points to be raised or implemented.

Materials and software used:

The materials needed to carry out this layout are:

GPS equipment or a TOTAL STATION, for surveys and setting out

THE SITE LEVEL: for the setting up of excavation bottoms and for the control of altitudes.

The accessories: the milestones, the tripods, the ribbons, the stakes ....

The software we will base ourselves on to create the plots are:

Autocad and Covadis: for drawing, processing, and calculating volumes ...

Topogen: for calculating observations and pathways.

Piste: this software is more precise than Covadis, it allows you to do the same task as Covadis.

2. Implantation planimetry:
Definition: it is a topographic operation that involves marking out the shape on the ground.
exact buildings, axes of a road according to their representations on the plans.

There are several methods to implant points P1, P2,... of a connection. And among
the methods mentioned include:
Outlined by polar coordinates:
In the (T, X, Y) reference frame, the topographic polar coordinates of a point P on the arc of
The circle is: P (DhTP; GTP).
We then calculate:
DhTP = c = 2.R.sin /2

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GTP = GTS + /2= GTA + 200 + /2

Operational mode:
The theodolite is stationed at point T, the zero of the limb is on the ST alignment. Only one
The theodolite is necessary and a single station, for example at T.
To reduce the ranges, we can also make two stops at points T and T’ and
implant a semicircle each time.

Drawn with two instruments:

ATT' = TMT'
With + MTT’ + = 200gr or in triangle TMT'
We have + MTT' + TT'M = 200g Therefore, STM = TT'M =

Operating procedure: We proceed as follows, the two operators station.

at the theodolite the tangent points T and T'. It is necessary to open it together

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Same angle for example, in increments of 2 grams from their respective reference, that is, 200 grams +
for the operator whose reference is TA, and for the operator whose reference is T'T.
The points M, M', M'' are defined each time by the intersection of the two sights.
This process is very rigorous, quick, requires no calculations, but relies on the use of
simultaneous operation of two operators and two instruments which is difficult to achieve.

Outlined by rectangular coordinates:

If the axis points are calculated in coordinates as well as the reference points of the base canvas
(triangulation ou polygonation) il est facile de calculer les gisements et les distances de chacun
from canvases to the nearest axis points (straight and curved alignments).

It is necessary to have a thorough knowledge of the terrain to wisely choose the landmarks.
from which we implant by radiation (polar coordinates), or by double radiation
(bipolar coordinates).
DSP1 = √Δ 2 + Δ 2 and = GSR–GSP1
We can verify the implants by measuring the distances between nearby points.
It is necessary to establish a sheet for each station with the deposits and distances.
between the reference point and each axis point as well as a sketch, and the control distances between
the implanted points.

3. Altimetric implantation:

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If the implementation is the set of operations that we perform using the measurements
horizontal, altimetry or leveling encompasses all the operations carried out by
vertical measurements.

Implementation of constant slopes:

We use two formulas that allow us to calculate the altitude of a point on a slope.

Δ = × ℎ
= + × ℎ

Δ = − N
= −Δ

4. Calculation of earthwork volumes:

After drawing the red line on the longitudinal profile, we apply the typical profiles.
choose. The volume of earthworks between two consecutive cross-sections is called "

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between profiles." It is bounded by the two vertical planes of the cross profiles, the surface of the
land and the surface of the project.
The assessment of each cross-section constitutes the volume of the earthworks.
There are several methods to calculate the volume of the inter-profiles, the most...
used are:
The method of the average areas (Cross-section profiles method)
The long profile method (quick method)

Cross-sectional area average method (cross-section method):

Definition: It is the method most commonly used in public works.
the method consists of the approximate evaluation of the cube of lands between two
profiles, by taking the product of the average of the sections of each of them by the length of
the profile between.

S + S1 S1 + S2 S2 + S3
V= ×L + × L1 + × L2
2 2 2

For any number of profiles, the overall volume will be equal to the total of the products of
the surface of each profile by the half-sum of the distances between profiles.
It is in this form, which provides simplification in calculations and writing.
measurement tables, which are generally used.

Methodology:
1. On the trace, at a sufficient scale, the profiles specifying on one hand the natural terrain, which is
before the earthworks, and on the other hand the red line (project) to be carried out or obtained afterwards
the execution of backfill or excavation. The project lines and the TN allow for the calculation of the

53
surface of excavations "to profile", systematically using the cross profile
type.

2. The typical cross profile gives:

the width of the platform.

the transverse slope of the shape's bottom.

the ditches to be created at the foot of the platform

the slope of each of the embankments...

3. The typical profile applied to each profile across allows for the determination:

- the widths affected by the earthworks: stripping of the topsoil,

excavation, filling.
the heights of excavations or embankments between the levels of the natural ground and the project.
the corresponding surfaces.

4. The values above determined are reported in a table (see below) where
also include the distance between consecutive cross profiles and the one to be applied for the
considered profile: average of the sum of distances to adjacent profiles.
We calculate, for the considered profile and at its application distance, the ground surface.
vegetal, as well as the volumes of excavated and backfilled materials. The addition of the results of each
Profiles across provide the total quantities of the project.
This method is quite approximate but the operations it involves are easy to
understand and verify.

Quick cubature method (Longitudinal profile method):

This process, faster but less precise, uses a 'surface' for a cross profile.
equivalent" limited by a compensatory line drawn at a vertical distance h from the
Project line: h is therefore read directly on the long profile.
With the Lt /h ratio, for example, a slope of (3/2) defining the slope section.
the value q in the case of a fill;
the value q' in the case of an excavation;
L represents the small base of the excavation or embankment trapezoid.

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 The embankment surface is: S = lh + qh²
The excavated surface is: S = lh + q'h²

The calculation of volumes is done in the same way as in the previous method.
This method is very fast, but it is obviously only an approximation. It assumes
first the natural horizontal ground in the transverse direction, a case that is found only
in flat areas; it should be noted, however, that if the cross slope is
regular, there is significantly compensation.

FICTIONAL PROFILE:

The fictitious profile corresponds on the long profile to the intersection point of the project line.
with the line of the Natural Ground. (NG). The fictitious profiles are considered to have a
null surface.

p.fictif

Z1 Z2

D1 D2

D is the distance between the two profiles P1 and P2 surrounding the fictitious profile:

Z1 and Z2 are the respective level differences on profiles P1 and P2 between the line of
project and the TN.

The distances d1 and d2 from the fictional profile to P1 and P2 are respectively:

Z1 z2
d1 = Z1+Z2
d2 = Z1+Z2

Geometrically:

d1/z1 = d2/z2 and d1 + d2 = D

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 CONCLUSION :
This thesis has been an opportunity for us to approach and connect.
The road professionals, namely, the executives of the public works department
From TAHANAOUT, conduct consultations in the department of cadastre and mapping.

Meeting with the engineer of SnlMr. ABDELOUAHED AIT ICHOU as well as the
engineers from the MAJORELLE STUDY AND QUALITY OFFICES, who all in summer for us of a
very large contribution especially regarding themes directly related to the
design of a better road layout and methodical approaches to the study phases.
This final project also offered us the opportunity to practice and implement
Practice the knowledge acquired during our training course for the
Finalization of our project.

And finally, for a second time, I want to thank all the characters who are given.
ideas or advice, and they supported me to carry out this final project.
formation.

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