INTRODUCTION:

A road is a thoroughfare, route, or way on land between two places, which has been
paved or otherwise improved to allow travel by some conveyance, including a horse,
cart, or motor vehicle. Roads consist of one, or sometimes two, roadways each with
one or more lanes and also any associated sidewalks and road verges. Roads that are
available for use by the public may be referred to as public roads or highways.

For the purposes of this review, a “road” is defined as a formed path suitable for use by
all forms of non-guided vehicular transport. It can vary from the most fundamental of
formed tracks through remote territory to multi-lane, high-speed motorways through, or
linking, cities.

DESCRIPTION OF THE PROJECT:

Our project is concerned in studying of a road situated at Bent Jbeil, South Lebanon, in
a mountain region. The given of the project includes:
 The plan of the city (AutoCAD), showing the roads from 1 to 10 with their midlines.
 Coordinates of the natural ground (Abscissa and Altitude).
 Areas purchased by the government.
It is recommended to determine the geometrical and structural characteristics of the
main boulevard and the local roads
 Determination of speed and width.
 Determine a plan view (right arch, spiral), proposing medians where it is required.
 Determination of longitudinal and transversal profiles.

Conduct studies on areas of accelerations and decelerations in the points where it is

necessary and arrangements of intersections, noting the type of each intersection.

Offer two choices with two complete studies to investigate the intersection of Routes 1,
10, 6 and a local road and another that goes to Counine.

ROADS DESIGN STANDARDS:

The plan of our project will include the following standards:

Classification of Roads:
The U.S. DOT’s Federal Highway Administration (FHWA) classifies our Nation’s urban
and rural roadways by road function. Each function class is based on the type of service
the road provides to the motoring public, and the designation is used for data and
planning purposes. Design standards are tied to function class. Each class has a range
of allowable lane widths, shoulder widths, curve radii, etc. The following photos and
information illustrate the four major road function classifications: Interstates, Other
Arterials, Collectors, and Local roads. The amount of mobility and land access offered
by these road types differs greatly.
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 The Interstate System: is the highest classification
of roadways in the United States. These arterial
roads provide the highest level of mobility and the
highest speeds over the longest uninterrupted
distance. Interstates nationwide usually have posted
speeds between 55 and
75 mi/h.

Other Arterials: include freeways, multilane

highways, and other important roadways that
supplement the Interstate System. They connect the
Nation’s principal urbanized areas, cities, and
industrial centers. Land access is limited. Posted
speed limits on arterials usually range between 50
and 70 mi/h.

Collectors: are major and minor roads that connect

local roads and streets with arterials. Collectors
provide less mobility than arterials at lower speeds
and for shorter distances. They balance mobility with
land access. The posted speed limit on collectors is
usually between 35 and 55 mi/h.

Local roads: provide limited mobility and are the

primary access to residential areas, businesses,
farms, and other local areas. Local roads, with
posted speed limits usually between 20 and 45 mi/h,
are the majority of roads in the U.S.

Based on the previous information we assume that:

Road 1: Collector with a design speed V = 50 Km/h.
Road 6: local road with a design speed V = 40 Km/h.
Road 10: Collector with a design speed V = 50 Km/h.
Road (210-247): Collector with a design speed V = 50 Km/h.

2
 Determination of the speed and the minimum width of the road:

Knowing the Average Daily Traffic (ADT), and the maximum speeds on each road, we
can determine the width of the road by the aid of the following tables:

- For rural collectors:

Width (m)
Design ADT ≤ 400 <ADT< 1500 1500 <ADT< 2000 ADT > 2000
Speed(Km/h) 400
30 6.00 6.00 6.60 7.20
40 6.00 6.00 6.60 7.20
50 6.00 6.00 6.60 7.20
60 6.00 6.60 6.60 7.20
70 6.00 6.60 6.60 7.20
80 6.00 6.60 6.60 7.20

- For Local Streets:

Width (m)
Design ADT ≤ 400 400 <ADT< 1500 1500 <ADT< 2000 ADT > 2000
Speed(Km/h)
30 5.40 6.00 6.60 7.20
40 5.40 6.00 6.60 7.20
50 5.40 6.00 6.60 7.20
60 5.40 6.00 6.60 7.20
70 5.40 6.00 6.60 7.20
80 5.40 6.00 6.60 7.20

According to these two tables, and based on an initial assumption of the ADT and the
design speed, we can deduce the minimum width of each road.

The characteristic of each road will be summarized in the following table:

road ADT Design Speed Width Description

(vpl/h) (km/h) (m)
Road 1 600 50 6 2 directions
2 lanes/direction
Road 6 300 40 5.4 2 directions
1 lane/direction
Road 10 600 50 6 2 directions
2 lanes/direction
Road (210-247) 800 50 6 2 directions
2 lanes/direction

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 Geometrical Characteristics of the Project
 Plan view
 Longitudinal Profile
 Transversal Profile
Plan View
- The trace of a plan of a road is a succession of straight lines and curves
 Straight sections
 Circular arcs
 Spiral
- Determination of the minimum radius of curvature, design of superelevation “e”
- Widening curves

Plan View:
 General
The horizontal alignment of a road is usually a series of straights (tangents) and circular
curves which may or may not be connected by transition curves.
 Movement on a Circular Path
As a vehicle traverses a circular curve, it is subject
to forces associated with the circular path.
According to the principle of inertia, in the absence
of forces, a moving body will travel in a straight line.
A force must be applied to change direction. For a
circular change of direction, the force is called
centripetal force and, in road design, this is provided
by side friction developed between the tires and the
pavement, and by superelevation.
Superelevation is the cross falls that is provided on
the pavement on a horizontal curve in order to assist
a vehicle to maintain a circular path.

 Determination of the minimum radius of curvature:

V2
Rmin= 127(e
max +fmax )

Where:
 R: radius of curvature (m).
 V: design speed (Km/h)
 emax : maximum superelevation
 fmax : maximum coefficient of friction
In our case there exists an arc on Road 6. A detailed calculation is presented below:
In mountain areas subjected to ice and snow problems emax= 8%.

4
 fmax = maximum coefficient of friction obtained from the following table:

V(km/h) emax)%( fmax

30 0.17
40 0.17
50 0.16
Mountain Zones
60 0.15
(Zones subjected
70 0.14
to ice and snow 8
80 0.14
problems).
90 0.13
100 0.12
110 0.11
120 0.09

502
⟹ Rmin= 127(0.08+0.17) = 50.4 m

We choose Rrouling≥ Rmin

So we choose Rrouling in a way that we add the speed:
(V+8)2
Rrouling= 127(e 8 Km/h for mountain zones.
max +fmax )

(40+8)2
Rrouling= 127(0.08+0.17) =72.57m.
Take Rrouling = 70 m.
Calculation of the elements of the circular curve:
P408 (-3105.9615; 470.7736)
P (-3033.9499; 517.7248)
S1bis (-2900.3119; 433.3589)
d=√∆𝑋 2 + ∆𝑌 2
d1= 86 m.
d2= 158 m.
d3= 209 m.
𝑑12 +𝑑22 −𝑑32
cosβ= = -0.417 ⟹ β= 114.62°≈ 115°.
2𝑑1𝑑2
R
T = tan (β/2) 44.6 m.

R
hyp = sin (β/2) = 83 m.
D= hyp – R = 13 m.
𝜃 𝛽
= 90 - 2 = 32.5°.
2
⟹θ= 65° = 72.22 grad.
2𝜋𝜃𝑅
L = length of the arc in m = 400 = 79.37 m.
 Design of widening “w”:
50
For R< 250 m: w = 𝑅(𝑚) = 71.43 cm (Rapid approximation of widening)
R: radius of curvature in m.

5
 Design of Spiral Transition Curves:
- It is difficult for drivers to travel immediately from one section at a tangent circular
curve having a constant radius.
- A curve transition spiral begins with a tangent (degree of curvature, D = 0) and
increases gradually and consistently, the degree of curvature (decreasing radius) until
the degree of curvature of the circle is reached.
-Transition curves are used to connect tangents to circular curves.
The use of spiral transition curve provides a number of advantages:
1- Provides an easy path to follow to the drivers: the centrifugal and centripetal
forces are increased gradually.
2-Provides a desirable arrangement for super elevation for storm water runoff.
3-Provides a desirable arrangement to widen the road in curves
4-Improves the appearance of the Highway.
The elements of the super elevation transition are listed and calculate below:
- T.S. = transition station from tangent to spiral
- S.C = transition station from spiral to circular curve
- C.S. = transition station from circular curve to spiral
- S.T. = transition station from spiral to tangent
- θ = angle of deflection (central angle) of original circular curve without spiral
- θ c= angle of deflection (central angle) of circular portion of curve with spiral
- φs= angle of deflection for spiral portion of curve
- Ls= length of spiral
- Ls = max (Ls1, Ls2)
𝑉3
𝐿𝑆1 = 46.5 ×𝐶 ×𝑅
Hère
V: design speed of the curve (Km/h)
C: rate of increase of lateral acceleration (m/sec3)
R: radius of curvature (m).
V(km/h) C(m/sec3)
V<32 Km/h 0.76
73
32 Km/h < V< 96 Km/h
𝑉 + 64
V> 96 Km/h 0.46

In our case V = 40 Km/h.

73 73
⇒ 𝐶 = 𝑉+64 = 40+64 = 0.702 m/sec3
R =70 m
⇒ Ls1 = 28 m.

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Ls2= ?
The rotation of the superelevation is around the central line of the road.
𝑁
⟹ Ls2 = Em × 2

Where:
1/N: slope of the road along the axe of the project = 1/60 (mountain zone)
Em: the maximum value of the superelevation of the road taking into consideration the
widening:
Em= e × (w +s)
(0.75𝑉)2
e= superelevation of the circular curve without widening = =0.101 =10%> emax
127𝑅

⟹ Use emax= 8%.

W: width of the circular curve without widening =5.4m.
S: widening =0.7143 m.
⟹ Em= 0.49
⟹ Ls2= 14.7 m.
Hence, Ls = max (Ls1 ; Ls2 ) = Ls1= 28 m.
Angle of deflection for spiral portion of the curve:
𝐿𝑠 𝑥 180
𝜑𝑠 = = 11.46°.
2𝜋𝑅

Angle of deflection (central angle) for circular portion of the curve:

θc= 𝜃 − 2𝜑𝑠 = 65 – 2x11.46 = 42.08°.
Length of the curve:
𝜋
Lc = × θc × R = 51.38 m
180

Coordinates of C:
𝐋 𝟐 282
Xc = Ls (1 -𝟒𝟎𝐑
𝐬
𝟐 ) = ) 28 ((1 –40×702 ) = 27.9 m

𝐋𝐬 𝟐 𝐋 𝟐 282 282
Yc = (1 -𝟓𝟔𝐑
𝐬
𝟐 ) = 6×70 (1 - 56×702 ) = 1.86 m
𝟔𝐑

7
 The coordinates of point m found at the origin of the initial arc without widening:
Xm = Xc - Rsin φs = 13.98 m.
The widening:
S = Yc – R (1- cosØs) = 0.46 m.
Length of the tangent distance:
𝜃
TS = Rc tan2 + Xm = 58.57 m.

Longitudinal Profile (vertical curves):

 Definition :

 A longitudinal profile is the representation of a vertical section along the axe of the
project.
 The longitudinal profile is completed by cross sections which are vertical sections
perpendicular to the axe of the project.
 Their establishment permits in general the definition of the ideal trace of the project in
order to equalize the volumes of excavated land with that of backfilled soil.
 The trace of the longitudinal profile is a succession of straight lines connected by
parabolas.

 Graphical Representation:
 The longitudinal profile is a graph on which all the points of the natural terrain are
represented and the axe of the project.
 Distances and altitudes are given in meters.
 We choose in general a plane of comparison of altitude lower than the altitude of the
lowest point of the project or the natural ground.
 This plane of comparison is the axis of abscissa of the graph on which the horizontal
distances are represented along the axis of the project.
 Along the axe of ordinate, the altitudes are represented.
 The scale of representation can be different in abscissa and ordinate.
 These profiles are useful for calculating cut and fill volumes.
 Trace Procedure:
 Choose the horizontal plane of reference (plan of comparison)
 Define the natural ground
 Define the project.
 Number the positions of the cross sections.
 Indicate the distances (partial and cumulative)
 Indicate the declivity of the project.
 Indicate the geometric characteristics of the project: alignments and curves.
 Straight Lines:
They will be chosen according to the admissible slope
- For road 1,6 & 10: type of terrain: level
⇒Admissible slope = 7%.

8
 Parabolas
We can distinguish two types of vertical curves: (Crest and Sag vertical curves)

i1: initial slope of the road way (line 1)

i2: final slope of the road way (line 2)
Y1: equation of the initial road way (equation of line 1)
Y2: equation of the final road way (equation of line 2)
Yi: distance from point to tangency to the indicated point in the parabola region
f: deflection
L: length of the parabola
K: value for crest or sag vertical curve read from tables

 R= 100K
 L=R (i1 – i2 )
 F=L (i1 – i2 )/8
x2
 yi = 4f (Li2 )
Project level: (y= Y1 - Yi or y= Y2 - Yi) in case of “crest” vertical curve
Project level: (y= Y1 + Yi or y= Y2 + Yi) in case of “sag” vertical curve

9
 Calculation of the vertical curve for road 1:
First case: Crest Vertical Curve:
Project gradients
i1 = 0
i1 = -0.07= -7%
Which are less than the admissible slope = 7%.

⟹∆i = i1 - i1 = 0 – (-0.07) =0.07

K is obtained from the following table:

Design speed
K(crest) K(sag)
v(Km/h)
30 3 4
40 5 8
50 10 12
60 18 18
70 31 25
80 49 32
90 71 40
100 105 55
110 151 62

L =K x (∆i x 100)
∆i =0.07
K crest =10 (From the table)
Then, L =10 x (.0 07x 100) = 70 m.
L x ∆i 70x0.07
f = 8 = = 0.6125 m.
8

x2
 yi = 4f (Li2 ) = 5*10-4 xi2
y = 0.07*x + 753.14
Project Level = y - yi
The results are summarized in the following table:
Kilometric point xi yi y Project level
P5 9.6 0.04608 779 778.95
P6 29.6 0.43808 779 778.56
P7 20.4 0.20808 777.97 777.76
P8 0.4 0.00008 776.57 776.57

The required vertical curve is obtained by joining these points with the straight lines.

10
 Second Case: Sag Vertical Curve:
Project gradients
i1 = -0.07 = -7%
i2 = 0.56 %
Which are less than the admissible slope = 7%.

⟹∆i = i1 - i1 = -0.07 – (0.0056) = 0.0756 = 7.56%.

K sag =12 (From the table)

L =90.72 m.

f= 0.857304 m.

 yi = 4.167*10-4 xi2
 Y1 =- 0.07*x + 753.14
 Y2 = 0.0056*x + 752.43
 Project Level = y + yi
 The results are summarized in the following table:
Kilometric point yi y Project level
P23 0.04682 755.57 755.62
P24 0.39018 754.17 754.56
P25 0.85730 753.14 754.00
P26 0.16668 752.99 753.16

 T Calculation of the vertical crest for road 6:

Admissible slope = 7%.
Project gradients
i1 = 0
i2 = -0.062= -6.2%
⟹∆i = 0.062 = 6.2%.
V = 40 Km/h ⟹ K crest =5
L = 31 m.
f= 0.24 m.
y= -0.062x + 785.46.
 yi = 9.99*10-4 xi2
Project Level = y - yi
 T Calculation of the vertical crest for road 10:
Admissible slope = 7%.
Project gradients
i1 = 0.0167=1.67%
i2 = 0
⟹∆i = 0.0167 = 1.67%.
V = 50 Km/h ⟹ K crest =10
L = 16.7 m.

11
 f= 0.035 m.
y= -0.0167x + 777.
 yi = 5.02*10-4 xi2
Project Level = y - yi

Transversal Sections:
There exist three types of transversal sections:
Fill Profile
Cut Profile
Mixed Profile

Components of the transversal profile:

 Lane width:
The width of the lane should be at least 3m.
These widths are determined before.
 Normal Cross section (Camber)
 Two lanes and wider, the non separate roads should have a camber or a high point in
the middle.
 Side slope is necessary to minimize the water which accumulates on flat sections.
 The rate of the slope for each lane is 2.5%.

 Shoulders:
 It’s the area extending from the edge of the roadway to the plat form.
 Width of the shoulder varies from 0.06 to 3.75m.
 Shoulders avoid the necessity of sidewalks.
 Shoulders are known as lateral supports for the base of the road.
 Provide a free space for maintenance operations.
 The rain water will be rejected far from the roadway.
 The shoulder should be widened to 0.6 m where railings or signs are used.
The shoulder include in general 2 parts:
The Hard Strip:
It has a structure similar to that of the floor and can bear a vehicle.
The slope of the hard strip is 4 % when it is not coated, it can be reduced to 2.5% when
it is coated.
A width of 1.8 m to 2.4 m of the hard strip is preferred at most of the time.
The Berm:
It is constituted of earth materials and has no cohesion nor the bearing capacity is
sufficient to support a vehicle.
The slope of the berm is 8% which is up to the edge of the fill or to the ditch for
excavated areas.
 Curbs:
On roads 6 & 10 we use Barrier Curbs
(utilizable)

12
 Medians:
The medians are designed to:
 Separate the vehicles circulating in opposite directions (avoid
accidents)
 Supply a space for secure exploitation of crossing and overtaking at
intersections.
 Provide a safe parking in case of emergency.
The general range of median width is of 1.25 to 18 m.
Grass (Turf) is established for medians superior to 1.8 m width.
Medians less than 1.8 m should be paved with concrete.
Medians used in our case:
Road 1: median of width equal to 3 m.
Road 6: median of width equal to 1.2m.
Road 10: New Jersey (NJ) of lower width equal to 80 cm and upper width equal to 20
cm.

 Sidewalk:
Sidewalks are applied in the streets of cities, but not necessary in rural areas.
The most pressing need of sidewalks is near schools, local businesses and industrial
facilities.
A sidewalk of width equal to 0.9 m is established on Road 6 and another one of width
0.5 m on Road 10.
 Side Slope:
A side slope of 3:2 is realized on all the roads. This slope is efficient for the
maintenance of materials and to avoid the sliding of the cars leaving the sidewalk.
 Walls:
According to the nature of the ground, walls must be used in regions of large height of
cuts in order to insure the stability of the ground surrounding the road.
For this purpose:
Retaining walls of respective heights equal to 2& 2.5 m are used on Road 1
Masonry walls of maximum height equal to 2 m are used on Roads 6 & 10.

Structural Design:
 Function:
Transmit the forces to the soil (through subgrade) ensuring deformations within
allowable limits.
The different Layers:
Sub grade Layer
Sub base Layer: that distributes the pressure.
The construction of this layer does not pose a particular problem. Most of the road
materials are convenient.
Base Layer:
Support directly the action of vehicles.
The materials used in this layer must be able to resist resulting from traffic.

13
Surface Layer: Constituting the protector layer of the base by its permeability.
The sub base, base and surface layers constitute the structure of the roadway.

Determination of the thicknesses of the different layers:

W18= number of vehicles = 10x106
Smarchal= 800 daN = 1764 lb.
The values of CBR (California Bearing Ratio) of each layer are represented in the
following table:
Layer CBR
Base layer 80
Sub base layer 30
Sub grade layer 10

Soil strength: S value

These values are obtained from an abaque which convert from CBR to S.
According to the given values of CBR, the soil strength values are found to be:
CBR = 10 ⟹S4 = 5.2 ⟹ 𝑆𝑁3 = 4.7
CBR = 30 ⟹S3 = 6.85 ⟹ 𝑆𝑁2 = 3.9
CBR = 80 ⟹S2 = 8.5 ⟹ 𝑆𝑁1 = 3.2

𝑆𝑁
𝑆𝑁1 = a1 *h1 ⟹ h1= 𝑎 1
1
3.2
a1= f (Smarshall) = 0.41 ⟹ h1= = 7.8” 20 cm.
0.41

𝑆𝑁2 −a1 ∗ℎ1

𝑆𝑁2 = a1 *h1 + a2 *h2 ⟹ h2= 𝑎2
CBR = 80 ⟹a2 = 0.135 ⟹ h2= 5.2” = 13.5 cm.

𝑆𝑁2 = a1 *h1 + a2 *h2 + a3 *h3

CBR = 30 ⟹a3 = 0.11 ⟹ h3= 7.3” = 18.5 cm.

14
 Design of Intersections:
The intersection of several lanes can be a serious source of insecurity. One third of the
accidents and 40 % of dead people on highways occur on intersections.
The design of intersections aims to reduce such insecurity.
We distinguish two types of intersections:
1- Intersection at grade
2- Interchange
Intersections at grade:
At-grade intersections must handle a variety of conflicts among vehicles, pedestrians,
and bicycles. These recurring conflicts, a unique characteristic of intersections, play a
major role in the preparation of design standards and guidelines. Arriving, departing,
merging, turning, and crossing paths of moving traffic have to be accommodated within
a relatively small area.

Rotary Intersections:
 Rotary intersection is one of the most important types of intersections at grade.
 A rotary intersection or traffic rotary is an enlarged road intersection where all
converging vehicles are forced to move round a large central island in one direction
(clock wise direction) before they can weave out of traffic flow into their respective
directions radiating from the central island. The main objects of providing a rotary are to
eliminate the necessity of stopping even for crossing streams for vehicles and to reduce
the area of conflict. The crossing of vehicles is avoided by allowing all vehicles to merge
into the stream around the rotary and then to diverge out to the desired radiating road.
Thus the crossing conflict is eliminated and converted into weaving man oeuvre or a
merging operation from the right and a diverging operation to the left.

 The rotary is generally cheaper than the interchanges, but it requires a large surface
area of ground:
 Indeed, their dimensions must be large enough so that the radii of curvature allow a
suitable speed and especially for weaving sections, calculated according to the
principles below, having sufficient flow.
 In the rotary design, we must take into consideration the following elements:
 The speed of the rotary must be consistent
with the speed of the highway.
 A minimum radius of the central island.
 Sufficient width of the rotative roadway.
 A sufficient length between radial roads
(weaving length).
 A good design and location of the islands in
the radial direction.

15
 Design speed of the rotary:
The velocity in the roundabouts should be determined from the highest design speed
assumed in the radial roads.

Assumed design speed of the boulevard= 50 km/hr = 31.5m.p.h

Rotary design speed= 25 m.p.h

 Minimum Radius of the central island:

Rotary must not only be circles but should be elongated, rounded square, oval or any
other geometric form or combination of forms that will ease the flow.
For the security of traffic and the facility of movement, the central island should be as
broad as possible in relation to other design factors.
The minimum radius of the central island is indicated in the following tables in which the
design speed should be assumed:
A) AASHTO Method:

Rotary design speed 25 30 35 40

(m.p.h)
Minimum safe radius (ft) No super elevation 85 140 215 320

Superelevation 75 125 190 270

(devers) of 0.06

Assuming a rotary design speed = 25 m.p.h and a superelevation of 0.06 the minimum
safe radius = 75 ft =23 m
B) Instruction Francaise Method:

R L
Principal road
10 m 8m
Normal dimensions
Principal road
6m 8m
Minimal dimensions
Secondary roads 6 to 8 m 6m
R=10m and L=8m

Comparing both methods we find that the AASHTO method results are more practical:
 Rmin= 23 m

 Width of Rotary roadway:

The width of the roadway for a turning point in the operation between the islands of
management must be constant and must be governed by the number of radial roads
Assumed design speed of highway 30 40 50 60
(m.p.h.)
Rotary design speed (m.p.h.) 25 30 35 40
16
 and the number of lanes on radial routes, as shown:
Sum of widths of radial roads
# of radial roads Width of Rotary (ft)
Minimum Lanes Maximum Lanes
3 6 12 24 to 36
4 8 14 24 to 48
5 10 16 30 to 48
6 12 18 30 to 48

The number of radial lanes= 4

 8 ≤ number of lanes ≤ 14
Width of rotary roadway =48ft=15m

 Design of Weaving Section:

A weaving section is a one-way street, usually large, which takes place in the yard of
vehicles from both directions confluence tangentially and outward in both directions also
diverge tangentially.

 Weaving length:
The length depends on the flow and speed we want to achieve: it is given by the table
below:

Débit d’entrecroisement
Velocity (km/h)
1000 v/h 2000 v/h 3000 v/h
65 km/h 135 m 400 m 800 m
50 km/h 50 m 150 m 350 m
35 km/h 40 m 400 m 200 m

Speed =50 km/hr

Debit d’entrecroissement= 1000 v.p.h
Weaving length=50m
 Weaving Width:
𝑊 + 3𝑊2 + 𝐹1 +𝐹2
N= 1 𝐶
N = number of lanes.

W1 : number of vehicles of the strongest movement of weaving= 250

W2: number of vehicles per hours of smaller movement of weaving =150

F1 and F2: number of vehicles per hour traversing the section without weaving.
C: varies from 800 to 1200 vehicle/hour for a circulation composed of particular
vehicles.
150+3∗150+600
N= = 1.5
800

Then N=2 lanes

Weaving Width=2*3.5=7m
17
 Median:
 Turning Curves:
A turning curve is a curve that is required at the intersections between roads in order to
facilitate the entrance of the vehicles into the desired road.
Example:
Angle of turn = 90°.
Offset = 2.5 ft.
3 centered curves:
Radii: 100-20-100 (ft)
Median Opening at intersections for left turn:
R for P=12 m.
In our case Median = 3m
Minimum length of median opening=21m.
Shape of median end at median opening: semi circle (width of median < 3m)

Minimum width of median for U-turn:

For P length= 5.7 m.
Inner lane to inner lane = 9 ft= 3 m.
Design of median lane:
The median is composed of 3 elements:
 Deceleration length
V = 50 Km/h ⇒ 50 m.
 Taper length
V< 60 Km/h ⇒ L = wv2/155
W= lane width = 3 m.
⇒ L =48.4 m
 Stockage length= 3 vehicle*5.7 =17.1
⇒ Median lane= 120m.
Grade Separated Intersection
It is a bridge that eliminates crossing conflicts at intersections by vertical separation of
roadways in space. Grade separated intersection are otherwise known as Interchanges.
Classification of Grade Separated Intersection
1. Underpass

2. Overpass

3. Trumpet Interchange 4. Diamond Interchange

18
4. Cloverleaf Interchange 5. Directional Interchange

Drainage:

Water is the most important compound ensuring life in this planet. But on roads the
presence of water means mainly trouble. A main cause of road damage, and problems
with the serviceability of road networks, is excess water filling the pores of road
materials in the road and in the sub grade soils.
Water is the main contributor to the wear and damage of roads. The water can be in the
form of ground water, surface water or rain and it can damage the road in several ways.

Damage and wear to the road can be reduced if the f low of water is controlled. Minor
damages can easily be repaired as part of the regular maintenance provided to the road
and its structures. If the flow of water is not properly managed, the deterioration of the
road will be more serious and occur more rapidly.
Various drainage measures are applied to effectively deal with the water arriving at the
road.
 Gutter, a depression which runs alongside a road, usually beside the new jersey barrier,
and diverts rain and road-cleaning water away from the road and into a storm drain.
 TRD: A triangular concrete ditch is usually defined as a small to moderate depression
created to channel water
 water strip
 Box culvert
 Water descent

Quantities and Prices:

The unitary price of the different types of works is:
 Cut and fill: 1250 L.L/m3.
 Sub base and base layers: 29750 L.L/m3
 Binding layer: 1250 L.L/m2.
 Surface layer: 116250 L.L/Ton.

19
 Cut and Fill quantities and prices:

Road 10
length L surface (m²) volume (m³) price (L.L.)
kilometric point
(m) (m) cut fill cut fill cut fill
444 20 10 22.6585 0.6609 226.585 6.609 283231.25 8261.25
445 20 20 12.9856 259.712 0 324640 0
446 20 20 1.2193 0.5968 24.386 11.936 30482.5 14920
447 20 20 10.8613 0 217.226 0 271532.5
448 20 20 13.4932 0 269.864 0 337330
449 20 20 6.648 0 132.96 0 166200
450 20 20 0.8827 1.3781 17.654 27.562 22067.5 34452.5
Total 528.337 666.157 660421.25 832696.3

Road 6
length L surface (m²) volume (m³) price (L.L.)
kilometric point
(m) (m) cut fill cut fill cut fill
P405 26.94 13.47 18.28 0.00 246.28 0.00 307850 0.00
P404 13.06 20.00 18.28 0.00 365.67 0.00 457090 0.00
P403 26.87 19.97 12.35 0.00 246.53 0.00 308157 0.00
P402 13.13 20.00 18.55 0.00 370.96 0.00 463695 0.00
P401 20.00 16.57 25.12 0.00 416.16 0.00 520195 0.00
P400 20.00 20.00 25.61 0.00 512.22 0.00 640275 0.00
P399 20.00 20.00 18.72 0.00 374.43 0.00 468038 0.00
Total 2532.24 0.00 3165300 0.00

Branch of Road 1
length L surface (m²) volume (m³) price (L.L.)
kilometric point
(m) (m) cut fill cut fill cut fill
Sbis 20.00 10.00 0.65 0.16 6.51 1.62 8135 2021
P341 20.00 20.00 3.01 0.53 60.19 10.68 75235 13345
P342 20.00 20.00 3.77 0 75.45 0 94310 0
P343 20.00 20.00 2.29 0 45.71 0 57140 0
P344 20.00 20.00 1.63 0 32.64 0 40798 0
P345 20.00 20.00 0.55 0.038 10.95 0.75 13685 938
P346 20.00 20.00 0.18 0.41 3.68 8.11 4595 10140
P347 20.00 20.00 0.92 0 18.46 0 23070 0
P348 20.00 20.00 4.91 0 98.24 0 122798 0
P350 20.00 20.00 8.05 0 160.94 0 201173 0
P346 20.00 20.00 0.18 0.41 3.68 8.11 4595 10140
P347 20.00 20.00 0.92 0 18.46 0 23070 0
P348 20.00 20.00 4.91 0 98.24 0 122798 0
P350 10.00 8.05 0 80.47 0 100586 0
total 713.589 29.267 891986 36584

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 Road 1
length L surface (m²) volume (m³) price (L.L.)
kilometric point
(m) (m) cut fill cut fill cut fill
P1 20 10 30.61 0 306.10 0 382625 0
P2 20 20 30.61 0 612.20 0 765250 0
P3 20 20 35.02 0 700.44 0 875548 0
P4 20 20 21.31 0 426.28 0 532850 0
P5 20 20 8.82 0 176.33 0 220408 0
P6 20 20 1.83 4.57 36.60 91.32 45750 114145
P7 20 20 4.07 9.64 81.35 192.85 101693 241065
P8 20 20 1.26 13.06 25.15 261.21 31443 326515
P9 20 20 3.36 11.09 67.23 221.71 84038 277133
P10 20 20 3.77 9.04 75.32 180.84 94153 226048
P11 16.75 18.38 0.00 13.64 0 250.70 0 313374
P12 23.25 20 0.00 12.58 0 251.51 0 314388
P13 20 21.63 0.00 15.44 0 333.91 0 417381
P14 20 20 0.00 12.79 0 255.88 0 319850
P15 20 20 0.00 10.52 0 210.34 0 262923
P16 20 20 0.47 6.51 9.41 130.23 11765 162790
P17 20 20 0.33 10.13 6.61 202.55 8263 253183
P18 20 20 1.20 5.14 24.08 102.86 30103 128578
P19 20 20 1.64 4.17 32.74 83.43 40928 104293
P20 20 20 4.02 3.68 80.40 73.51 100495 91883
P21 20 20 4.21 4.12 84.13 82.40 105168 102995
P22 20 20 4.60 1.67 92.01 33.48 115010 41855
P23 20 20 6.11 1.54 122.27 30.82 152843 38520
P24 14.70 17.35 4.59 0.63 79.59 10.88 99489 13600
P25 25.30 20 3.30 5.54 66.07 110.71 82590 138390
P26 20 22.65 18.90 0.00 427.99 0 534985 0
P27 20 20 15.44 0.00 308.71 0 385893 0
P28 20 20 10.85 0.29 216.97 5.86 271215 7323
P29 20 20 7.76 1.38 155.29 27.57 194115 34458
P30 20 20 12.12 2.71 242.49 54.21 303118 67758
P31 10 11.15 0.52 111.55 5.17 139434 6459
total 4567.33 3203.92 5709165 4004902

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 Total Prices:
unit
Quantity price
road number Material price
m2 or m3 L.L. L.L.
cut (m³) 4567.33 1250 5709162.5
road1
fill (m³) 3203.92 1250 4004900
subbase coarse(m³) 2051.3 29750 61026175
base(m³) 1592.763 29750 47384684.38
binder(m²) 9000.37 1250 11250462.5
surface course (m³) 1672.5 116250 194428125
total 323803509
unit
Quantity price
Material price
m2 or m3 L.L. L.L.
road1
suite

cut (m³) 713.589 1250 891986.25

fill (m³) 29.267 1250 36583.75
subbase coarse(m³) 404.538 29750 12035005.5
base(m³) 257.664 29750 7665504
binder(m²) 1800 1250 2250000
surface course (m³) 333 116250 38711250
total 61590329.5
cut (m³) 2532.24 1250 3165299.731
road 10 road 6

fill (m³) 0 1250 0

subbase coarse(m³) 702 29750 20884500
base(m³) 473.85 29750 14097037.5
binder(m²) 0 1250 0
surface course (m³) 558.441 116250 64918766.25
total 103065603
cut (m³) 528.337 1250 660421.25

fill (m³) 666.157 1250 832696.25

subbase coarse(m³) 531.72 29750 15818670

base(m³) 358.911 29750 10677602.25
binder(m²) 2428.188 1250 3035235
surface course (m³) 449.2148 116250 52221218.18
total 83245842.93
TOTAL 571705285

22