HIGHWAY PROJECT PRESENTATION

CHAPTER ONE
INTRODUCTION
 Transportation the movement of humans and
materials.
 There are various types of transportations like Road,
railway, air, water etc.
 Highways are the important part of our life,
This project deals with the design of 1.6 kilometer
It connects from CUDE to ECSU Main Campus.
The design of this road comprises geometric design like
 Horizontal alignment,
 Vertical alignment,
Earth work, and pavement design of the road.
 The project design is done by using ERA manuals
The problem is poor gravel road between the campus .
This has an adverse effect on the day-to-day activity of
the Instructor’s, Staff’s as well as on students
The problem is characterized in terms of poor gravel
road between the campus and very heavy vehicles those
used this path
 Minimum 30 minutes lost due to this case
 Subsequently the problem affects the teaching
learning process due to lack of pavement road between
the campuses
 Cont….
Objectives of the project
General Objective
To prepare Geometric and pavement design of Highway
by considering efficiency, safety, economic and
environmental damage.
Specific Objective
 To collect spatial data through Ground surveying for geometric
design.
 To determine Horizontal alignment of geometric design
 To determine Vertical alignment of geometric design
 To Construct Typical section of Geometric design
 To Calculate Earth work ( Volume & Area)
 To Adopt Process and procedures of Geometric design of High way
 To Give conclusion and Recommendation
 Cont….
Significance of the project
Saving energy and time during traveling
To facilitate transport accessibility.
Used in the transportation of Goods and Services.
Used to increase economical & social standard
Description of the Project Area
Location
The project located in Addis Ababa, yeka sub city,
woreda 9, specifically in kotebe.
 The land scape is flat and rolling within certain
elevation difference
 Cont….
Methodology
The methodology used for this project is Ground Surveying and
grouped under three main parts.
[Link] work plan
2. Filed work
Reconnaissance survey
Collection of ground survey data
3. Office work
By using different software’s
Limitation of the Project
 Lack of Accurate and precise GCP point.
 Lack of Highway design Guideline materials from Colleges.
 Obstruction of Buildings and Electric pole.
 High and strong sunny at the morning and heavy rain at
afternoon when we collect data.
 Lack of time due to extra courses that we take beside this Project.
 Instrument We used
 CHAPTER TWO

Evaluation of the Three Alternatives

Route -1:- 2km
Route-2:- 1.6km
Route-3:- 1.58km
Selection and Recommendation
As route two was chosen as the preferred alignment.
 It is the shortest and safe rather than others
 It has the least mean gradient
 It doesn’t demolish existing building pattern
 It has Only simple circular curves
 CHAPTER THREE
TRAFFIC STUDY
The design element the following are based on traffic
count.
Design speed
Geometric elements of road
Drainage system and structure
Pavement type and thickness
The components of traffic of a project road are
Normal traffic ,
Diverted traffic and
Generated traffic
 Cont….
Table 3.1: Total traffic volume

Table 3.2: Total Expansion Factory

Time(AM) Volume(Vhi/hrs) HEF DEF(Friday) MEF(May)

1:00-2:00 15 29 5.724 1.394

6:00-7:00 6 18.71 5.724 1.394

11:00-12:00 16 13.85 5.724 1.394

 Cont….
Table 3.3: Traffic volume data of Taxi

Table 3.4: Expansion Factory of Taxi

Time(AM) Volume(Vhi/hrs) HEF DEF(Friday) MEF(May)
1:00-2:00 1 29 5.724 1.394

6:00-7:00 0 18.71 5.724 1.394

11:00-12:00 0 13.85 5.724 1.394

Cont….
 Cont….

Traffic Management during Construction

Traffic management plan is thus an essential
component of the design process.
Traffic movements considerable attention
Traffic movement and management.
 This may include
• Lane closure
• Traffic diversion via another route
• Construction or side tracks, paved and sealed, or other
temporary roadways:
• Safety and convenience
 CHAPTER FOUR

ROAD TYPES A ND DESIGN STANDARDS

The functional classification in Ethiopia includes
five functional classes:
[Link] roads (class-I):
Trunk roads have a present AADT greater than
1000 although they can have volumes as low as
150AADT.
2. Link road (class-II):
A typical link road has over 300 AADT. Although
values can range between 75 – 10,000AADT
 Cont….
3. Main access roads (class-III):
These roads have annual traffic volume of about 150-300
but can range from
25 - 1000.
4. Collector roads (class-IV):These roads have 25- 300
AADT.
5. Feeder roads (class-V): AADT is less than 150
Terrain Classification
In the project of terrain classification done with in
available right-of-way and summarized in tabulated
form as Appendix.
• Flat =19%,
• Roiling= 81%
CHAPTER FIVE: GEOMETRIC DESIGN
Elements for our geometric designs
1. Horizontal alignment
1.1Minimum radius of curve
1.2 Sight distance
1.2.1Minimum stopping sight distance
1.2.2 Minimum passing sight distance
1.2.3 Super elevation and Super elevation Runoff
1.3 Widening of highway in horizontal curve
2. Vertical alignment
2.1Maximum gradient
2.2Minimum stopping sight distance on vertical curves
2.3Length of vertical curves
3. Cross section
[Link] of carriage way
4.1 Width of shoulders
We have been determined the design speeds
accordance with the following guidance:
1. Drivers on long distance journeys need to travel
at higher speeds than local traffic.
2. The roads whose major function is to provide
access, high speeds are undesirable.
3. To physical limitations and prevailing traffic
conditions.
4. Economic considerations (road user savings vs.
construction costs) .
5. Vertical and horizontal curve considerations.
1. Horizontal alignment

1.1Minimum radius of curve

Rmin= (50)2/ (127(0.04+0.17)) = 93.74

1.2 Sight distance

1.2.1 Stopping sight distance
V2
d  (0.278)(t )(V ) 
254 f

d=(0.278)*2.5*50+502/254*0.35=62.871m
1.2.2 Minimum passing sight distance
d=d1+d2+d3+d4
d1 = 0.278 t1 (v – m + a t1/2)
t1 = time of initial maneuver, take 4 sec
a = average acceleration, take 2.4km/h
v = average speed of passing vehicle, km/h
m = difference in speed of passed vehicle and
passing vehicle, take 15km/h
d1 = 0.278*4(50 – 15 + 2.4*4/2) =55.378m
d2 = 0.278 vt2
Take t2=10s
v=50km/h=50*.278=13.9m/
d2=.278*13.9*10=38.642m
d3 = safe clearance distance between vehicles at the end of
the maneuver
d3=30m
d4 = 2d2/3
d4 =2*38.642/3=25.761m
d=d1+d2+d3+d4 =55.378+38.642+30+25.761
=149.781m
Criteria’s of clearance for horizontal curve:-

1) S=L
M=RS (1-COSΔ/2)
2) S<L
M=Rs (1-(COS (90S/πRs))
3) S>L
M=L (2S-L)/8* Rs
 Design Reduced Curve
Curve no Rs PSD SSD SSD object M FOR S<L
speed PSD length(m)

1 95 50 149.781 180 62.871 65 88.308 9.384

PSD

2 40 50 149.781 180 62.871 65 75.044 SSD 12.316

3 95 50 149.781 180 62.871 65 132.815 SSD 9.384

4 80 50 149.781 180 62.871 65 99.677 SSD 13.235

5 95 50 149.781 180 62.871 65 38.701 SSD 9.384

1.2.3 Super elevation and Super elevation
Runoff
 For Speeds 50 KPH

For Speeds > 50 KPH

Or

Curve
NO Vd(km/h) R(m) e (%) SR(m) X(m) Y(m) TR(m)

1 50 95 3.8 28 22 44 23

2 50 40 3.8 28 22 44 23

3 50 95 3.8 28 22 44 23

4 50 80 3.8 28 22 44 23

5 50 95 3.8 28 22 44 23
 1.3 Widening of highway in horizontal curve
1. Widening for vehicle operation.
W=nL2/2R
2. Extra widening needed for Psychological reason.
W=Vd/10 R
STATION
curve no Length R Vd We Web We[ERA] Wmodified

1 0+234 157.515 95 50 1.029 0.515 0.9 0.9

2 0+476 194.451 40 50 2.016 1.008 1.5 1.5

3 0+654 147.762 95 50 1.209 0.515 0.9 0.9

4 1+016.226 145.496 80 50 1.376 0.688 0.9 0.9

5 1+096 89.607 95 50 1.029 0.515 0.9 0.9

2. Vertical alignment
2.1Maximum gradient

2.2 Minimum stopping sight distance on vertical curves

2.3Length of vertical curves
L=AK
Minimum sight distance criteria on vertical curves:-

For Sag curve

1. Assume SSD < L
𝐴∗𝑆 2
L1=
200(ℎ+𝑆∗𝑡𝑎𝑛𝛽)
2. Assume SSD > L where = 1 and h=0.2
200(ℎ+𝑆∗𝑡𝑎𝑛𝛽)
L2 =2𝑆 − A=g2-g1
𝐴
3. Length required for passengers comfort
Lc = Vd2*A
389
4. Length required for aesthetics for road profile (Appearance)
La=30*A
For Crest curve
[Link] SSD<L
AS2
L= 2
100 2∗h1+ 2∗h2)
2. Assume SSD >L where h1 = 1.050m and h2 = 0.2m

2
100 ℎ1+ ℎ2
L=2 S −
𝐴
A=g2-g1
3. Length required for passengers comfort
Lc = Vd2*A
389
4. Length required for aesthetics for road profile (Appearance)
La=30*A
CORVE NO Vd g1 g2 A (%) k SSD L SSD>L Lcomfo Laesth Lpro

1 50 -3.92 -4.46 0.54 10 70 5.4 662.41 3.47 16.2 70

2 50 -4.46 -1.35 -3.11 6.5 70 20.22 69.76 20 93.3 90

 CHAPTER SIX
6. PAVEMENT DESIGN

Pavement design involves

A study of soils and paving materials,

Their behavior under load, and

To carry that load under all climatic

conditions
A flexible pavement intimate contact with and
distributes loads to the sub grade
 Cont…

Component layers of a flexible pavement

Surface course,

Base course,

Sub base course,

Compacted sub grade, and natural sub grade.

 Cont…
THE DESIGN PROCESS
Three main steps :-
Estimating the amount of traffic and the

Cumulative number of equivalent standard axles

Assessing the strength of the sub grade soil

Selecting the most economical

1. Traffic
The deterioration of paved roads caused by traffic results
Its necessary to consider wheel loads of these vehicles
2. Design Life
Since this project road is collector road it will have 10 years of
design period.
 Cont…
[Link] Classification
Essential aspect of traffic volume evaluation (as well
as evaluation of equivalent axle loads)
4. Base Line Traffic Flow
The first step is to estimate initial traffic volumes
(AADT0).
Adjustments are made between AADT0 and AADT1
using the relevant growth factors.
 Cont…
[Link] Forecasting
6. Equivalency Factors
Axle Loading
In order to determine the cumulative equivalent
standard axles over the design life of the road.
 AADT1 = AADT0 (1+i) x

=292.14*(1+0.05)2
=322.08
 Cont…
TRAFFIC CLASSES FOR FLEXIBLE PAVEMENT
DESIGN

 Cumulative ESAs-0.746*106(ESA)
 CBR – 2%

Based on the combination of sub grade strength

class and traffic class, the pavement structure
can be selected.
From ERA structural catalogue using
combination of S1 and T3 the pavement
structure can be determined
Cont…
 Cont…
 From alternative evaluated above alternative A3 is
found to be very economical among all other.
Therefore it is structural pavement for this project is
 Surfacing (asphalt concrete)
 17.5cm Cement or lime stabilized road base CB2
 17.5cm Cement or lime stabilized Sub base CS
 32.5cm Selected fill (capping layer)
 CHAPTER SEVEN
HIGHWAY CROSS SECTIONS
 A cross section normally consists of the carriageway,
shoulders, drainage features and earth work profile.
 It may different from one to another in accordance with
design standard
Carriageway:-Traffic lanes, Auxiliary lanes such as
acceleration and
aeclaration lanes, Climbing lanes Widening Passing lanes.
Road Way = carriage way and shoulders parking lanes
Highway Travel Lanes:- the width of the surfaced road and
number of lanes
 CONT.
Pavement Crowns (Normal Cross Fall)
• It is the raising of the centerline of the roadway above
the elevation of the pavement edges to provide
adequate surface drainage whilst not being so great as
to make steering (3%) provided
Shoulders
• Is the portion of the roadway contiguous to the
carriageway for the accommodation of stopped
vehicles, traditional and intermediate non-motorized
traffic, animals and pedestrians etc.
 Normal Cross Fall (camber, crown) for shoulder (6%)
is designed.
 To seen some terms considered under this chapter it is
prefer to observe from the following diagram
 CONT.

 Carriageway/6.5m
 Road way/6m
 Shoulders/2.75m
 Normal Cross Fall/3%
 Side &back slope
/2:1/ H-V
Highway Travel Lanes
/3.25m
 CONT . . . ..
 The choice of side drain cross section depends on the
required hydraulic capacity, arrangement for
maintenance, space restriction, traffic safety and any
requirement
 Under normal circumstance the adoption of
trapezoidal cross section will facilitate maintenance
and will be acceptable from the point of view of traffic
safety.
Earth work profile /Side and Back Slope
 These elements vary depending on soil characteristics
and geographic location of the highway to insure the
stability of the roadway and to provide a reasonable
opportunity for recovery of an out-of-control vehicle.
 CONT. - - -
 Three regions of the roadside are important when evaluating the
safety aspects:-The top of the slope ,the side slope, the toe of the
slope.
 Embankment or fill slope parallel to the traffic flow may be defined
as recoverable, non re coverable or critical. Recoverable slope include
all embankment slope 1:4 or flatter.
Clear Zone
 Elimination of roadside furniture or it’s relocation to less in danger
areas are options in the development of safer roadsides.
 Horizontal clearance to road signs, marker posts, etc. shall be a
minimum of 1.0 meter from the edge of the carriageway.
 Obstruction and the edge of the carriageway should not be less than
1.5 meters
Curb
 Curb is a vertical /slope member along the edge of pavement, to
facilitate and control drainage, to strengthen and protect pavement
edge
 CHAPTER EIGTH
EARTH WORK CALCULATION
 Earth work is conversion of natural condition to required section and
grade
 It is the most common item of work encountered in high way project.
Excavation in borrow area
 Transporting to the site of embankment including all lifting and
loads.
Earth Work Calculation
 Both the quantities of earth to be removed and the volume of earth
necessary to form an embankment are involved.
 Balancing the two sometimes determines the grades to which the
road will be laid.
Mass Haul Diagram
 The mass haul diagram is a continuous curve showing the
accumulated algebraic sum of cuts (+ve) and fills (-ve) from some
initial station to any succeeding station.
MASS HAUL DIAGRAM
 CHAPTER NINE
9. DRAINAGE
Highway drainage structures are an essential component
in the design development of a highway.
 It considers drainage structures like ditches, culverts
and bridge.
The drainage design of roads is aimed at the protection
of the road from damage due to water.
 The design procedures to be taken into account
factors such as rainfall intensity, catchment areas,
ground cover, and run-off.
 Cont…
Study Objectives
 It helps to design discharge of the water
courses
 To evaluate the adequacy of existing
structures
 To determine the size of structures to be
replaced and
 It considers additional structures if
necessary.
 In our project the only faced drainage
structure is ditch with the described
parameters as follow:.
 Cont…
Structure Width[m] Depth[m] Side Slope[m] Back Slope[m]

Ditch 0.5 0.45 2:1 2:1

Road Side Ditches: Side drain exists along the road.

This includes open ditches of trapezoidal shapes.
The hydrology of the project area has to be examined in
terms of rainfall, climate, runoff and flood flows
 The study has to be done based on the following:
 General Information collected along the road
 Topographic maps
 Cont..
 Factors Affecting Flood Runoff
 Drainage basin characteristics : including: size, shape, slope,
land use, geology, soil type, surface infiltration, and storage;
 Stream channel characteristics: including geometry and
configuration, natural and artificial controls,
 Flood plain characteristics; and
 Meteorological characteristics: such as precipitation (rain, hail,
or combinations), storm cell size and distribution
characteristics, storm direction, and time rate of precipitation
(hyetograph).
 CHAPTER TEN
10. Conclusions & Recommendation
Conclusion
Based on the ERA design manual 2013 and Engineering
judgments safe, economical and simple to set out geometric
alignment are selected and designed.
 Ground surveying has been successfully accomplished
 We established TP from GCP in appropriate location.
 Processing spatial data of the ground survey.
 To determine Terrain of the site we have generated surface
model such as contour line.
 We determined the terrain classification of the project area.
 Cont…
Designing Horizontal & Vertical alignments and
curves.
Calculation of the volume of earth work and drawing
of mass haul diagram is done to determine the
economical over haul distance and total cost of earth
work.
We calculated the cut & fill of the geometric design of
the road.
In addition to the above, clear and precise working
drawings and typical sections, where ever necessary are
done
 Cont…
Recommendation
 To select the best alternatives of the horizontal alignment,
the corridor should be some what wide.
 To properly evaluate the alternative routes and select the
best possible route full data such as geological and
hydrological data should be provided.
 Soil test laboratory must be established and fulfilled with
needed instruments and materials.
 The project is done properly and effectively Through
ERA & AASHTO design and procedure manual. Such
kind of project should be continued for the coming Batches