LECTURE NOTE

COURSE CODE- BCE 305

TRANSPORTATION ENGINEERING-I

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SYLLABUS
Module-I
Transportation by roads, railways, water ways & air ways their importance& limitation.
Road development & planning in India. Financing, Highway alignment & engineering
surveys for highway location.
Geometric design-Cross section elements, Design speed, sight distance, super elevation,
horizontal & vertical alignment including curves.
Module-II
Traffic Engineering Traffic studies & their importance.
Highway materials Their properties & tests, selection, requirements of bituminous mixes,
marshall test.
Earthwork measurement & rates, setting out of earth work, computation of areas &
volumes-Prismoidal & Trapezoidal methods.
Module-III
Pavement design-Use of CBR method for design of flexible pavement, IRC recommendation
for design of rigid pavement.
Highway drainage, pavement failure, Evaluation, Maintenance & Strengthening of existing
pavement.
Module-IV
Classification of bridges, Consideration of location of bridge site, Investigation & data
collection, Calculation of run off under bridge, Determination of water way, Choice of bridge
span-economic span, Determination of maximum scour depth.
Bridge Superstructure-types, suitability.
Bridge foundation-Types, Sinking of well.
Books for Reference:
(1) Highway Engineering-By Khanna & Justo (Nemchand & Bros., Roorkee (U.A))
(2) Perniciples & Practice of Highway Engineering By Dr. L.R. Kadiyalli (Khanna
publisher)
(3) Bridge Engineering By S.P. Bindra (Dhanpat Rai publication)
(4) Bridge Engineering-By D.J. Victor

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Disclaimer
This document does not claim any originality and cannot be used as a substitute for prescribed textbooks.
The information presented here is merely a collection by the committee members for their respective
teaching assignments. We would like to acknowledge various sources like freely available materials from
internet from which the lecture note was prepared. The ownership of the information lies with the
respective authors or institutions. Further, this document is not intended to be used for commercial
purpose and the committee members are not accountable for any issues , legal or otherwise, arising out
of use of this document. The committee members make no representations or warranties with respect to
the accuracy or completeness of the contents of this document and specifically disclaim any implied
warranties of merchantability or fitness for a particular purpose.

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Lecture-1
INTRODUCTION
1.1 Overview
From the beginning of history, human sensitivity has revealed an urge for mobility leading to a
measure of Society's progress. The history of this mobility or transport is the history of
civilization. For any country to develop with right momentum modern and efficient Transport as
a basic infrastructure is a must. Transport (British English) or transportation (American
English) is the movement of people and goods from one place to another. The term is derived
from the Latin trans ("across") and portare ("to carry").

1.2 Means of Transport

Fig.1.1 Means of Transport

1.3. Advantage and Disadvantage Different Modes of Transport

(A) Road Transport
Advantages
1. Less Capital Outlay
2. Door to Door Service
3. Service in Rural Areas
4. Flexible Service
5. Suitable for Short Distance
6. Lesser Risk of Damage in Transit
7. Saving in Packing Cost
8. Rapid Speed
9. Less Cost

Disadvantages
1. Seasonal Nature
2. Accidents and Breakdowns
3. Unsuitable for Long Distance and Bulky
Traffic
4. Slow Speed
5. Lack of Organisation

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10. Private Owned Vehicles

11. Feeder to other Modes of Transport
(B) Railway Transport
Advantages
1. Dependable
2. Better Organised
3. High Speed over Long Distances
4. Suitable for Bulky and Heavy Goods
5. Cheaper Transport
6. Safety
7. Larger Capacity
8. Public Welfare
9. Administrative Facilities of Government
10. Employment Opportunities

Disadvantages
1. Huge Capital Outlay
2. Lack of Flexibility
3. Lack of Door to Door Service
4. Monopoly
5. Unsuitable for Short Distance and Small
Loads
6. Booking Formalities
7. No Rural Service
8. Under-utilised Capacity
9. Centralised Administration

(C) Air Transport

Advantages
1. High Speed
2. Comfortable and Quick Services
3. No Investment in Construction of Track
4. No Physical Barriers
5. Easy Access
6. Emergency Services
7. Quick Clearance
8. Most Suitable for Carrying Light Goods of
High Value
9. National Defence
10. Space Exploration

Disadvantages
1. Very Costly
2. Small Carrying Capacity
3. Uncertain and Unreliable
4. Breakdowns and Accidents
5. Large Investment
6. Specialised Skill
7. Unsuitable for Cheap and Bulky Goods
8. Legal Restrictions

1.4. Elements of transport

The movement of goods or passenger traffic, through rail, sea, air or road transport requires
adequate infrastructure facilities for the free flow from the place of origin to the place of
destination. Irrespective of modes, every transport system has some common elements:
a) Vehicle or carrier to carry passenger or goods
b) Route or path for movement of carriers
c) Terminal facilities for loading and unloading of goods and passengers from carriers
d) Prime Mover
e) Transit time and cost
f) Cargo

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These elements influence the effectiveness of different modes of transport and their utility to
users.
Vehicles: The dimension of vehicles, its capacity and type are some of the factors, which
influence the selection of a transport system for movement of goods from one place to the other.
Routes: Routes play an important role in movement of carriers from one point to another point.
It may be surface roads, navigable waterways and roadways. Availability of well-designed and
planned routes without any obstacle for movement of transport vehicles in specific routes, is a
vital necessity for smooth flow of traffic.
Terminal Facilities: - The objective of transportation cant be fulfilled unless proper facilities
are available for loading and unloading of goods or entry and exit of passengers from carrier.
Terminal facilities are to be provided for loading and unloading of trucks, wagons etc on a
continuous basis.
Prime Mover: - The power utilized for moving of vehicles for transportation of cargo from
one place to another is another important aspect of the total movement system.
Transit time and cost: - Transportation involve time and cost. The time element is a valid
factor for determining the effectiveness of a particular mode of transport. The transit time of
available system of transportation largely determines production and consumption pattern of
perishable goods in an economy.
Cargo: - Transportation basically involves movement of cargo from one place to another.
Hence, nature and size of cargo constitute the basis of any goods transport system.

1.4 Major disciplines of transportation

Transportation engineering can be broadly consisting of the four major parts:
1. Transportation Planning
2. Geometric Design
3. Pavement Design
4. Traffic Engineering

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Lecture 2
HIGHWAY DEVELOPMENT IN INDIA
2.1 Overview
Road network provides the arterial network to facilitate trade, transport, social integration and
economic development. It facilitates specialization, extension of markets and exploitation of
economies of scale. It is used for the smooth conveyance of both people and goods.
Transportation by road has the advantage over other means of transport because of its easy
accessibility, flexibility of operations, door-to-door service and reliability. Consequently,
passenger and freight movement in India over the years have increasingly shifted towards roads
vis--vis other means of transport.

2.2 History of highway engineering

The history of highway engineering gives us an idea about the roads of ancient times. Roads in
Rome were constructed in a large scale and it radiated in many directions helping them in
military operations. Thus they are considered to be pioneers in road construction. In this section
we will see in detail about Ancient roads, Roman roads, British roads, French roads etc.
2.2.1 Ancient Roads
The most primitive mode of transport was by foot. These human pathways would have been
developed for specific purposes leading to camp sites, food, streams for drinking water etc. The
invention of wheel in Mesopotamian civilization led to the development of animal drawn
vehicles. To provide adequate strength to carry the wheels, the new ways tended to follow the
sunny drier side of a path. After the invention of wheel, animal drawn vehicles were developed
and the need for hard surface road emerged. Traces of such hard roads were obtained from
various ancient civilization dated as old as 3500 BC. The earliest authentic record of road was
found from Assyrian empire constructed about 1900 BC.
2.2.2 Roman roads
The earliest large scale road construction is attributed to Romans who constructed an extensive
system of roads radiating in many directions from Rome. Romans recognized that the
fundamentals of good road construction were to provide good drainage, good material and good
workmanship. Their roads were very durable, and some still exist. The roads were bordered on
both sides by longitudinal drains. A typical corss section is shown in Fig.2.1. This was a raised
formation up to a 1 meter high and 15 m wide and was constructed with materials excavated
during the side drain construction. This was then topped with a sand leveling course. In the case
of heavy traffic, a surface course of large 250 mm thick hexagonal ag stones were provided They

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mixed lime and volcanic puzzolana to make mortar and they added gravel to this mortar to make
concrete. Thus concrete was a major Roman road making innovation.

Fig.2.1 Roman roads

2.2.3 French roads
The significant contributions were given by Tresaguet in 1764 and a typical cross section of this
road is given in Figure 2.2. He developed a cheaper method of construction than the lavish and
locally unsuccessful revival of Roman practice. The pavement used 200 mm pieces of quarried
stone of a more compact form and shaped such that they had at least one at side which was
placed on a compact formation. Smaller pieces of broken stones were then compacted into the
spaces between larger stones to provide a level surface. Finally the running layer was made with
a layer of 25 mm sized broken stone. All this structure was placed in a trench in order to keep the
running surface level with the surrounding country side. This created major drainage problems
which were counteracted by making the surface as impervious as possible, cambering the surface
and providing deep side ditches.

Fig. 2.2. French roads

2.2.4 British roads
The British government also gave importance to road construction. The British engineer John

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Macadam introduced what can be considered as the first scientific road construction method.
Stone size was an important element of Macadam recipe. By empirical observation of many
roads, he came to realize that 250 mm layers of well compacted broken angular stone would
provide the same strength a better running surface than an expensive pavement founded on large
stone blocks. Thus he introduced an economical method of road construction. A typical cross
section of British roads is given in Fig. 2.3.

Fig. 2.3. British roads

2.2.5 Modern roads
The modern roads by and large follow Macadam's construction method. Use of bituminous
concrete and cement concrete are the most important developments. Development of new
equipments helps in the faster construction of roads. Many easily and locally available materials
are tested in the laboratories and then implemented on roads for making economical and durable
pavements.

2.3. Road Development in India

Excavations in the sites of Indus valley revealed the existence of planned roads in India as old as
2500-3500 BC. The Mauryan kings also built very good roads. During the time of Mughal
period, roads in India were greatly improved. Roads linking North-West and the Eastern areas
through gangetic plains were built during this time. The construction of Grand-Trunk road
connecting North and South is a major contribution of the British.
2.3.1 Modern developments
The First World War period and that immediately following it found a rapid growth in motor
transport. So need for better roads became a necessity. For that, the Government of India
appointed a committee called Road development Committee with Mr.M.R. Jayakar as the
chairman. This committee came to be known as Jayakar committee.

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Jayakar Committee
In 1927 Jayakar committee for Indian road development was appointed. The major
recommendations and the resulting implementations were:
Committee found that the road development of the country has become beyond the
capacity of local governments and suggested that Central government should take
the proper charge considering it as a matter of national interest.
They gave more stress on long term planning programme, for a period of 20 years
(hence called twenty year plan) that is to formulate plans and implement those plans
with in the next 20 years.
One of the recommendations was the holding of periodic road conferences to
discuss about road construction and development. This paved the way for the
establishment of a semi-official technical body called Indian Road Congress (IRC)
in 1934
The committee suggested imposition of additional taxation on motor transport
which includes duty on motor spirit, vehicle taxation, license fees for vehicles
plying for hire. This led to the introduction of a development fund called Central
road fund in 1929. This fund was intended for road development.
The committee suggested imposition of additional taxation on motor transport
which includes duty on motor spirit, vehicle taxation, and license fees for vehicles
plying for hire. This led to the introduction of a development fund called Central
road fund in 1929. This fund was intended for road development.

Nagpur road congress 1943

A twenty year development programme for the period (1943-1963) was finalized. It was the first
attempt to prepare a co-ordinated road development programme in a planned manner.
The roads were divided into four classes:
National highways which would pass through states, and places having national
importance for strategic, administrative and other purposes.
State highways which would be the other main roads of a state.
District roads which would take traffic from the main roads to the interior of the district.
According to the importance, some are considered as major district roads and the
remaining as other district roads.
Village roads which would link the villages to the road system.
The committee planned to construct 2 lakh kms of road across the country within 20 years. They
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recommended the construction of star and grid pattern of roads throughout the country. One of
the objective was that the road length should be increased so as to give a road density of 16kms
per 100 sq.km
Bombay road congress 1961
The length of roads envisaged under the Nagpur plan was achieved by the end of it, but the road
system was deficient in many respects. Accordingly a 20-year plan was drafted by the Roads
wing of Government of India, which is popularly known as the Bombay plan. The highlights of
the plan were:
It was the second 20 year road plan (1961-1981)
The total road length targeted to construct was about 10 lakhs.
Rural roads were given specific attention.
They suggested that the length of the road should be increased so as to give a road
density of 32kms/100 sq.km
The construction of 1600 km of expressways was also then included in the plan.
Lucknow road congress 1984
Some of the salient features of this plan are as given below:
This was the third 20 year road plan (1981-2001). It is also called Lucknow road plan.
It aimed at constructing a road length of 12 lakh kilometers by the year 1981 resulting in
a road density of 82kms/100 sq.km
The plan has set the target length of NH to be completed by the end of seventh, eighth
and ninth five year plan periods.
It aims at improving the transportation facilities in villages, towns etc. such that no part
of country is farther than 50 km from NH.
One of the goals contained in the plan was that expressways should be constructed on
major traffic corridors to provide speedy travel.
Energy conservation, environmental quality of roads and road safety measures were also
given due importance in this plan.

2.4 Current Scenario

About 60 per cent of freight and 87 per cent passenger traffic is carried by road. Although
National Highways constitute only about 2 per cent of the road network, it carries 40 per cent of

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the total road traffic. Easy availability, adaptability to individual needs and cost savings are some
of the factors which go in favour of road transport. Road transport also acts as a feeder service to
railway, shipping and air traffic. The number of vehicles has been growing at an average pace of
around 10 per cent per annum. The share of road traffic in total traffic has grown from 13.8 per
cent of freight traffic and 15.4 per cent of passenger traffic in 1950-51 to an estimated 62.9 per
cent of freight traffic and 90.2 per cent of passenger traffic by the end of 2009-10. The rapid
expansion and strengthening of the road network, therefore, is imperative, to provide for both
present and future traffic and for improved accessibility to the hinterland.

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Lecture 3
HIGHWAY PLANNING
2.1 Overview
Highway design is only one element in the overall highway development process. Historically,
detailed design occurs in the middle of the process, linking the preceding phases of planning and
project development with the subsequent phases of right-of-way acquisition, construction, and
maintenance. It is during the first three stages, planning, project development, and design, that
designers and communities, working together, can have the greatest impact on the final design
features of the project. In fact, the flexibility available for highway design during the detailed
design phase is limited a great deal by the decisions made at the earlier stages of planning and
project development.

2.1 The Stages of Highway Development

Although the names may vary by State, the five basic stages in the highway development
process are: planning, project development (preliminary design), final design, right of way, and
construction. After construction is completed, ongoing operation and maintenance activities
continue throughout the life of the facility.

Fig.3.1 Process of Highway Planning

Planning
The initial definition of the need for any highway or bridge improvement project takes place
during the planning stage. This problem definition occurs at the State, regional, or local level,
depending on the scale of the proposed improvement. This is the key time to get the public

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involved and provide input into the decision making process. The problems identified usually fall
into one or more of the following four categories:
1. The existing physical structure needs major repair/replacement (structure repair).
2. Existing or projected future travel demands exceed available capacity, and access to
transportation and mobility need to be increased (capacity).
3. The route is experiencing an inordinate number of safety and accident problems that can
only be resolved through physical, geometric changes (safety).
4. Developmental pressures along the route make a reexamination of the number, location,
and physical design of access points necessary (access).
Factors to Consider During Planning
It is important to look ahead during the planning stage and consider the potential impact that a
proposed facility or improvement may have while the project is still in the conceptual phase.
During planning, key decisions are made that will affect and limit the design options in
subsequent phases.

Fig. 3.2 Factors to consider in planning.

Project Development
After a project has been planned and programmed for implementation, it moves into the project
development phase. At this stage, the environmental analysis intensifies. The level of environmental
review varies widely, depending on the scale and impact of the project. It can range from a multiyear
effort to prepare an Environmental Impact Statement (a comprehensive document that analyzes the
potential impact of proposed alternatives) to a modest environmental review completed in a matter of
weeks. Regardless of the level of detail or duration, the product of the project development process
generally includes a description of the location and major design features of the recommended

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project that is to be further designed and constructed, while continually trying to avoid, minimize,
and mitigate environmental impact.

Final Design
After a preferred alternative has been selected and the project description agreed upon as stated
in the environmental document, a project can move into the final design stage. The product of
this stage is a complete set of plans, specifications, and estimates (PS&Es) of required
quantities of materials ready for the solicitation of construction bids and subsequent
construction. Depending on the scale and complexity of the project, the final design process
may take from a few months to several years.
The following paragraphs discuss some important considerations of design, including:

Developing a concept
Considering scale and
Detailing the design.

Developing a Concept
A design concept gives the project a focus and helps to move it toward a specific direction.
There are many elements in a highway, and each involves a number of separate but interrelated
design decisions. Integrating all these elements to achieve a common goal or concept helps the
designer in making design decisions.
Some of the many elements of highway design are
a.
b.
c.
d.

Number and width of travel lanes, median type and width, and shoulders
Traffic barriers
Overpasses/bridges
Horizontal and vertical alignment and affiliated landscape.

Considering Scale
People driving in a car see the world at a much different scale than people walking on the
street. This large discrepancy in the design scale for a car versus the design scale for people
has changed the overall planning of our communities. For example, it has become common
in many suburban commercial areas that a shopper must get in the car and drive from one
store to the next.
The design element with the greatest effect on the scale of the roadway is its width, or cross
section. The cross section can include a clear zone, shoulder, parking lanes, travel lanes,
and/or median. The wider the overall roadway, the larger its scale; however, there are some
design techniques that can help to reduce the perceived width and, thus, the perceived scale
of the roadway. Limiting the width of pavement or breaking up the pavement is one option.

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In some instances, four lane roadways may look less imposing by designing a grass or
planted median in the center.
Detailing the Design
Particularly during the final design phase, it is the details associated with the project that are
important. Employing a multidisciplinary design team ensures that important design details
are considered and those they are compatible with community values. Often it is the details
of the project that are most recognizable to the public. A multidisciplinary design team can
produce an aesthetic and functional product when the members work together and are
flexible in applying guidelines.
Right-of-way, Construction, And Maintenance
Once the final designs have been prepared and needed right-of-way is purchased,
construction bid packages are made available, a contractor is selected, and construction is
initiated. During the right-of-way acquisition and construction stages, minor adjustments in
the design may be necessary; therefore, there should be continuous involvement of the
design team throughout these stages. Construction may be simple or complex and may
require a few months to several years. Once construction has been completed, the facility is
ready to begin its normal sequence of operations and maintenance.
Even after the completion of construction, the character of a road can be changed by
inappropriate maintenance actions. For example, the replacement of sections of guardrail
damaged or destroyed in crashes commonly utilizes whatever spare guardrail sections may be
available to the local highway maintenance personnel at the time.
Stages of Highway Development
Summaries of the five basic stages in highway planning and development.
Stages
Planning

Description of Activity
Identification of transportation needs and program project to be built
Within financial constraints.

Project Development The transportation project is more clearly defined. Alternative locations
and design features are developed and an alternative is selected.
Design
The design team develops detailed design and specification.
Right-of-way
Land needed for the project is acquired.
construction
Selection of contractor, who then builds the project.

2.3 Highway Route Surveys and Location

To determine the geometric features of road design, the following surveys must be
conducted after the necessity of the road is decided.

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A variety of survey and investigations have to be carried out by Road engineers and
multidiscipline persons.
A. Transport Planning Surveys
o Traffic Surveys
o Highway inventories
o Pavement Deterioration Study
o Accident study
B. Alignment and Route location surveys
Desk study
Reconnaissance
Preliminary Survey
Final location survey
C. Drainage Studies
o Surface run- off : Hydrologic and hydraulic
o Subsurface drainage: Ground water & Seepage
o Crossdrainage: Location and waterway area required for
the cross-drainage structures.
D. Soil Survey
Desk study
Site Reconnaissance
E. Pavement Design investigation Soil property and strength, Material Survey

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Lecture 4
INTRODUCTION TO GEOMETRIC DESIGN
4.1. Overview
Geometric design for transportation facilities includes the design of geometric cross sections,
horizontal alignment, vertical alignment, intersections, and various design details. These basic
elements are common to all linear facilities, such as roadways, railways, and airport runways and
taxiways. Although the details of design standards vary with the mode and the class of facility,
most of the issues involved in geometric design are similar for all modes. In all cases, the goals
of geometric design are to maximize the comfort, safety, and economy of facilities, while
minimizing their environ-mental impacts. This chapter focuses on the fundamentals of geometric
design, and presents standards and examples from different modes.
The geometric design of highways deals with the dimensions and layout of visible features of the
highway. The features normally considered are the cross section elements, sight distance
consideration, horizontal curvature, gradients, and intersection. The design of these features is to
a great extend influenced by driver behavior and psychology, vehicle characteristics, traffic
characteristics such as speed and volume. Proper geometric design will help in the reduction of
accidents and their severity. Therefore, the objective of geometric design is to provide optimum
efficiency in traffic operation and maximum safety at reasonable cost.
The planning cannot be done stage wise like that of a pavement, but has to be done well in
advance. The main components that will be discussed are:
1.
2.
3.
4.
5.
6.
7.
8.

Factors affecting the geometric design,

Highway alignment, road classification,
Pavement surface characteristics,
Cross-section elements including cross slope, various widths of roads and features in the
road margins.
Sight distance elements including cross slope, various widths and features in the road
margins.
Horizontal alignment which includes features like super elevation, transition curve, extra
widening and set back distance.
Vertical alignment and its components like gradient, sight distance and design of length of
curves.
Intersection features like layout, capacity, etc.

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4.2 Factors affecting geometric design

Design speed: Design speed is the single most important factor that affects the
geometric design. It directly affects the sight distance, horizontal curve, and the length
of vertical curves. Since the speed of vehicles vary with driver, terrain etc, a design
speed is adopted for all the geometric design.
Topography: It is easier to construct roads with required standards for a plain terrain.
However, for a given design speed, the construction cost increases multi form with the
gradient and the terrain.
Traffic factors: It is of crucial importance in highway design, is the traffic data both
current and future estimates. Traffic volume indicates the level of services (LOS) for
which the highway is being planned and directly affects the geometric features such as
width, alignment, grades etc., without traffic data it is very difficult to design any
highway
Design Hourly Volume and Capacity: The general unit for measuring traffic on
highway is the Annual Average Daily Traffic volume, abbreviated as AADT. The
traffic flow (or) volume keeps fluctuating with time, from a low value during off peak
hours to the highest value during the peak hour. It will be uneconomical to design the
roadway facilities for the peak traffic flow.
Environmental and other factors: - The environmental factors like air pollution,
noise pollution, landscaping, aesthetics and other global conditions should be given due
considerations in the geometric design of roads.

4.3 Road classification

The roads can be classified in many ways. The classification based on speed and accessibility is
the most generic one. Note that as the accessibility of road increases, the speed reduces. (See
Fig. 4.1). Accordingly, the roads can classified as follows in the order of increased accessibility
and reduced speeds.
Freeways: Freeways are access controlled divided highways. Most freeways are four
lanes, two lanes each direction, but many freeways widen to incorporate more lanes as
they enter urban areas. Access is controlled through the use of interchanges, and the type

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of interchange depends upon the kind of intersecting road way (rural roads, another
freeway etc.)
Expressways: They are superior type of highways and are designed for high speeds(120
km/hr is common), high traffic volume and safety. They are generally provided with
grade separations at intersections. Parking, loading and unloading of goods and
pedestrian traffic is not allowed on expressways.
Highways: They represent the superior type of roads in the country. Highways are of two
types - rural highways and urban highways. Rural highways are those passing through
rural areas (villages) and urban highways are those passing through large cities and
towns, i.e. urban areas.
Arterials: It is a general term denoting a street primarily meant for through traffic
usually on a continuous route. They are generally divided highways with fully or
partially controlled access. Parking, loading and unloading activities are usually
restricted and regulated. Pedestrians are allowed to cross only at intersections/designated
pedestrian crossings.
Local streets: A local street is the one which is primarily intended for access to
residence, business or abutting property. It does not normally carry large volume of
traffic and also it allows unrestricted parking and pedestrian movements.
Collectors streets: These are streets intended for collecting and distributing traffic to and
from local streets and also for providing access to arterial streets. Normally full access is
provided on these streets. There are few parking restrictions except during peak hours.

Fig.4.1. Speed vs accessibility

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Roads can be classified based on some other criteria. They are given in detail below.
Based on usage
This classified is based on whether the roads can be used during di erent seasons of the year.
All-weather roads: Those roads which are negotiable during all weathers, except at
major river crossings where interruption of tra c is permissible up to a certain extent
are called all weather roads.
Fair-weather roads: Roads which are negotiable only during fair weather are called
fair weather roads.
Based on carriage way
This classification is based on the type of the carriage way or the road pavement.
Paved roads with hard surface : If they are provided with a hard pavement course
such roads are called paved roads.(eg: stones, Water bound macadam (WBM),
Bituminous macadam (BM), concrete roads)
Unpaved roads: Roads which are not provided with a hard course of atleast a WBM
layer they is called unpaved roads. Thus earth and gravel roads come under this
category.
Based on pavement surface
Based on the type of pavement surfacing provided, they are classified as surfaced and unsurfaced
roads.
Surfaced roads (BM, concrete): Roads which are provided with a bituminous or
cement concreting surface are called surfaced roads.
Unsurfaced roads (soil/gravel): Roads which are not provided with a bituminous or
cement concreting surface are called unsurfaced roads.
Other criteria
Roads may also be classified based on the traffic volume in that road, load transported through
that road, or location and function of that road.
Traffic volume: Based on the traffic volume, they are classified as heavy, medium
and light tra c roads. These terms are relative and so the limits under each class may
be expressed as vehicles per day.
Load transported: Based on the load carried by these roads, they can be classified as
class I, class II, etc. or class A, class B etc. and the limits may be expressed as
tonnes per day.

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 Location and function: The classification based on location and function should be a
more acceptable classification since they may be defined clearly.

4.3 Highway alignment

Once the necessity of the highway is assessed, the next process is deciding the alignment. The highway

alignment can be either horizontal or vertical and they are described in detail in the following
sections.
4.3.1 Alignment
The position or the layout of the central line of the highway on the ground is called the
alignment. Horizontal alignment includes straight and curved paths. Vertical alignment includes
level and gradients. Alignment decision is important because a bad alignment will enhance the
construction, maintenance and vehicle operating cost. Once an alignment is xed and constructed,
it is not easy to change it due to increase in cost of adjoining land and construction of costly
structures by the roadside.
4.3.2 Requirements
The requirements of an ideal alignment are:
The alignment between two terminal stations should be short and as far as possible be
straight, but due to some practical considerations deviations may be needed.
The alignment should be easy to construct and maintain. It should be easy for the
operation of vehicles. So to the maximum extend easy gradients and curves should be
provided.
It should be safe both from the construction and operating point of view especially at
slopes, embankments, and cutting. It should have safe geometric features.
The alignment should be economical and it can be considered so only when the initial
cost, maintenance cost, and operating cost is minimum.
4.3.3. Factors controlling alignment
We have seen the requirements of an alignment. But it is not always possible to satisfy all these
requirements. Hence we have to make a judicial choice considering all the factors.
The various factors that control the alignment are as follows:
Obligatory points: These are the control points governing the highway alignment.
These points are classified into two categories. Points through which it should pass
and points through which it should not pass. Some of the examples are:
Bridge site: The bridge can be located only where the river has straight and
permanent path and also where the abutment and pier can be strongly founded. The
road approach to the bridge should not be curved and skew crossing should be
avoided as possible. Thus to locate a bridge the highway alignment may be changed.

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 Mountain: While the alignment passes through a mountain, the various alternatives
are to either construct a tunnel or to go round the hills. The suitability of the
alternative depends on factors like topography, site conditions and construction and
operation cost.
Intermediate town: The alignment may be slightly deviated to connect an
intermediate town or village nearby.
These were some of the obligatory points through which the alignment should pass. Coming to
the second category that is the points through which the alignment should not pass are:

Religious places: These have been protected by the law from being acquired for any
purpose. Therefore, these points should be avoided while aligning.

Very costly structures: Acquiring such structures means heavy compensation which
would result in an increase in initial cost. So the alignment may be deviated not to pass
through that point.

Lakes/ponds etc: The presence of a lake or pond on the alignment path would also
necessitate deviation of the alignment.

Traffic: The alignment should suit the traffic requirements. Based on the origindestination data of the area, the desire lines should be drawn. The new alignment should
be drawn keeping in view the desire lines, traffic flow pattern etc.

Geometric design: Geometric design factors such as gradient, radius of curve, sight
distance etc. also governs the alignment of the highway. To keep the radius of curve
minimum, it may be required to change the alignment of the highway. The alignments
should be finalized such that the obstructions to visibility do not restrict the minimum
requirements of sight distance. The design standards vary with the class of road and the
terrain and accordingly the highway should be aligned.

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Lecture 5
Cross sectional elements
5.1 Overview
The primary consideration in the design of geometric cross sections for highways, run-ways, and taxiways is
drainage. Details vary depending on the type of facility Highway cross sections consist of traveled way, shoulders
(or parking lanes), and drainage channels. Shoulders are intended primarily as a safety feature. They provide for
accommodation of stopped vehicles, emergency use, and lateral support of the pavement. Shoulders may be either
paved or unpaved. Drainage channels may consist of ditches (usually grassed swales) or of paved shoulders with
berms or curbs and gut-ters. Cross section of various roads are given bellow.

Fig.5.1. Two-lane highway cross section, with ditches.

Fig.5.2.Divided highway cross section, depressed median, with ditches.

Pavement surface characteristics

For a safe and comfortable driving four aspects of the pavement surface are important; the
friction between the wheels and the pavement surface, smoothness of the road surface, the light
re ection characteristics of the top of pavement surface, and drainage to water.

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Friction
Friction between the wheel and the pavement surface is a crucial factor in the design of
horizontal curves and thus the safe operating speed. Further, it also a ect the acceleration and
deceleration ability of vehicles. Lack of adequate friction can cause skidding or slipping of
vehicles.
Skidding happens when the path traveled along the road surface is more than the
circumferential movement of the wheels due to friction
Slip occurs when the wheel revolves more than the corresponding longitudinal movement
along the road. Various factors that a ect friction are:
The frictional force that develops between the wheel and the pavement is the load acting
multiplied by a factor called the coe cient of friction and denoted as f . The choice of the value of
f is a very complicated issue since it depends on many variables. IRC suggests the coe cient of
longitudinal friction as 0.35-0.4 depending on
the speed and coe cient of later friction as 0.15. The former is useful in sight distance calculation
and the latter in horizontal curve design.
Unevenness
It is always desirable to have an even surface, but it is seldom possible to have such one. Even if
a road is constructed with high quality pavers, it is possible to develop unevenness due to
pavement failures. Unevenness a ect the vehicle operating cost, speed, riding comfort, safety,
fuel consumption and wear and tear of tyres.
Unevenness index is a measure of unevenness which is the cumulative measure of vertical
undulation of the pavement surface recorded per unit horizontal length of the road. An
unevenness index value less than 1500 mm/km is considered as good, a value less than 2500
mm.km is satisfactory up to speed of 100 kmph and values greater than 3200 mm/km is
considered as uncomfortable even for 55 kmph.
Light refleection
Drainage
The pavement surface should be absolutely impermeable to prevent seepage of water into the
pavement layers. Further, both the geometry and texture of pavement surface should help in
draining out the water from the surface in less time.

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Camber
Camber or cant is the cross slope provided to raise middle of the road surface in the transverse
direction to drain o rain water from road surface.
Too steep slope is undesirable for it will erode the surface. Camber is measured in 1 in n or n%
(Eg. 1 in 50 or 2%) and the value depends on the type of pavement surface.
Width of carriage way
Width of the carriage way or the width of the pavement depends on the width of the traffic lane
and number of lanes. Width of a traffic lane depends on the width of the vehicle and the
clearance. Side clearance improves operating speed and safety.
Kerbs
Kerbs indicate the boundary between the carriage way and the shoulder or islands or footpaths.
Di erent types of kerbs are (Figure 12:3):
Low or mountable kerbs :
Semi-barrier type kerbs :
Barrier type kerbs :
Road margins
The portion of the road beyond the carriageway and on the roadway can be generally called road
margin. Various elements that form the road margins are given below.
Shoulders
Parking lanes
Bus-bays
Service roads
Cycle track
Footpath
Guard rails

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Lecture 6
Sight distance
Overview
Sight Distance is a length of road surface which a particular driver can see with an acceptable
level of clarity. Sight distance plays an important role in geometric highway design because it
establishes an acceptable design speed, based on a driver's ability to visually identify and stop for
a particular, unforeseen roadway hazard or pass a slower vehicle without being in conflict with
opposing traffic. As velocities on a roadway are increased, the design must be catered to
allowing additional viewing distances to allow for adequate time to stop.
Types of sight distance
o Stopping sight distance (SSD) or the absolute minimum sight distance
o Intermediate sight distance (ISD) is the de ned as twice SSD
o Overtaking sight distance (OSD) for safe overtaking operation
The computation of sight distance depends on:
1. Reaction time of the driver
2. Speed of the vehicle
3. Efficiency of brakes
PIEV Process
The perception-reaction time for a driver is often broken down into the four components that
are assumed to make up the perception reaction time. These are referred to as the PIEV time or
process.
PIEV Process
Perception

the time to see or discern an object or event

Intellection

the time to understand the implications of the objects

presence or event
the time to decide how to react

Emotion
Volition

the time to initiate the action, for example, the time to

engage the brakes

Stopping sight distance

Stopping sight distance is defined as the distance needed for drivers to see an object on the
roadway ahead and bring their vehicles to safe stop before colliding with the object. The

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distances are derived for various design speeds based on assumptions for driver reaction time,
the braking ability of most vehicles under wet pavement conditions, and the friction provided by
most pavement surfaces, assuming good tires. A roadway designed to criteria employs a
horizontal and vertical alignment and a cross section that provides at least the minimum stopping
sight distance through the entire facility.
The stopping sight distance is comprised of the distance to perceive and react to a condition
plus the distance to stop:
V2

SSD = 0.278 Vt +

(METRIC)
254 (f g)
V2

SSD = 1.47 Vt +

(ENGLISH)
30 (f g)

where SSD
V
t
f
g

= required stopping sight distance, m or ft.

= speed, kph or mph
= perception-reaction time, sec., typically 2.5 sec. for design
= coefficient of friction, typically for a poor, wet pavement
= grade, decimal.

Overtaking sight distance

The overtaking sight distance is the minimum distance open to the vision of the driver of a
vehicle intending to overtake the slow vehicle ahead safely against the traffic in the opposite
direction. The overtaking sight distance or passing sight distance is measured along the center
line of the road over which a driver with his eye level 1.2 m above the road surface can see the
top of an object 1.2 m above the road surface.
The factors that affect the OSD are:
Velocities of the overtaking vehicle, overtaken vehicle and of the vehicle coming in the
opposite direction.
Spacing between vehicles, which in-turn depends on the speed
Skill and reaction time of the driver
Rate of acceleration of overtaking vehicle

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Lecture 7
Horizontal alignment I
Overview
Horizontal alignment is one of the most important features influencing the efficiency and safety
of a highway. Horizontal alignment design involves the understanding on the design aspects such
as design speed and the effect of horizontal curve on the vehicles. The horizontal curve design
elements include design of super elevation, extra widening at horizontal curves, design of
transition curve, and set back distance.
Design Speed
The design speed as noted earlier, is the single most important factor in the design of horizontal
alignment. The design speed also depends on the type of the road. For e.g, the design speed
expected from a National highway will be much higher than a village road, and hence the curve
geometry will vary significantly.
Factors Affecting Alignment
I. Safety
II. Grades
III. Design speed
IV. Cost of resumption of land
V.
Construction costs
Operating speed is influenced by all other factors so it is the critical factor to consider.
Horizontal curve
The presence of horizontal curve imparts centrifugal force which is reactive force acting outward
on a vehicle negotiating it. Centrifugal force depends on speed and radius of the horizontal curve
and is counteracted to a certain extent by transverse friction between the tyre and pavement
surface. On a curved road, this force tends to cause the vehicle to overrun or to slide outward
from the centre of road curvature. For proper design of the curve, an understanding of the forces
acting on a vehicle taking a horizontal curve is necessary.

Fig. 7.1. Effect of horizontal curve

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Fig.7.2 Analysis of super elevation

P the centrifugal force acting horizontally out-wards through the center of gravity, W the weight
of the vehicle acting down-wards through the center of gravity, and mF the friction force
between the wheels and the pavement, along the surface inward. At equilibrium, by resolving the
forces parallel to the surface of the pavement we get,
P cos = W sin + FA + FB
= W sin + f (RA + RB )
= W sin + f (W cos + P sin )

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Lecture 8
Horizontal alignment II
Overview
This section discusses the design of superelevation and how it is attained. A brief discussion
about pavement widening at curves is also given.
When being applied to the road need to take into account
Safety
Comfort
Appearance
Design speed
Tendency for slow vehicles to track towards centre
Difference between inner and outer formation levels
Stability of high laden vehicles
Length of road to introduce superelevation
Provision for drainage
Design of super-elevation
For fast moving vehicles, providing higher superelevation without considering coefficient of
friction is safe, i.e. centrifugal force is fully counteracted by the weight of the vehicle or
superelevation. For slow moving vehicles, providing lower superelevation considering
coefficient of friction is safe, i.e.centrifugal force is counteracted by superelevation and
coefficient of friction .
Maximum Superelevation
Max range from flat to mountainous of 0.06 0.12 respectively but most authorities limit
to0.10
In urban areas limit max values to 0.04-0.05 Minimum Superelevation
Should be elevated to at least the cross-fall on straights ie 3% (0.03)
Attainment of super-elevation
1. Elimination of the crown of the cambered section by:
rotating the outer edge about the crown
shifting the position of the crown:
2. Rotation of the pavement cross section to attain full super elevation by:There are two methods
of attaining superelevation by rotating the pavement
rotation about the center line :
rotation about the inner edge:
Radius of Horizontal Curve
*

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The radius of the horizontal curve is an important design aspect of the geometric design. The
maximum comfortable speed on a horizontal curve depends on the radius of the curve. Although
it is possible to design the curve with maximum superelevation and coe cient of friction, it is not
desirable because re-alignment would be required if the design speed is increased in future.
Therefore, a ruling minimum radius Rruling can be derived by assuming maximum superelevation
and coe cient of friction.
v2
Rruling = g(e + f )
Ideally, the radius of the curve should be higher than Rruling . However, very large curves are also
not desirable. Setting out large curves in the field becomes difficult. In addition, it also enhances
driving strain.
Extra widening
Extra widening refers to the additional width of carriageway that is required on a curved section
of a road over and above that required on a straight alignment. This widening is done due to two
reasons:
Mechanical widening
The reasons for the mechanical widening are: When a vehicle negotiates a horizontal curve, the
rear wheels follow a path of shorter radius than the front wheels
Psychological widening
Widening of pavements has to be done for some psychological reasons also. There is a tendency
for the drivers to drive close to the edges of the pavement on curves. Some extra space is to be
provided for more clearance for the crossing and overtaking operations on curves. IRC proposed
an empirical relation for the psychological

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Lecture 9
Horizontal alignment III

Overview
In this section we will deal with the design of transition curves and setback distances. Transition
curve ensures a smooth change from straight road to circular curves. Setback distance looks in
for safety at circular curves taking into consideration the sight distance aspects.
Horizontal Transition Curves
A transition curve differs from a circular curve in that its radius is always changing. As one
would expect, such curves involve more complex formulae than the curves with a constant
radius and their design is more complex.
The need for Transition Curves
Circular curves are limited in road designs due to the forces which act on a vehicle as they travel
around a bend. Transition curves are used to introduce those forces gradually and uniformly thus
ensuring the safety of passenger.
Transition curves have much more complex formulae and are more difficult to set out on site
than circular curves as a result of the varying radius.
to introduce gradually the centrifugal force between the tangent point and the beginning of
the circular curve, avoiding sudden jerk on the vehicle.This increases the comfort of
passengers.
to enable the driver turn the steering gradually for his own comfort and security,
to provide gradual introduction of super elevation, and
to provide gradual introduction of extra widening.
to enhance the aesthetic appearance of the road.
The use of Transition Curves
Transition curves can be used to join to straights in one of two ways:
- Composite curves
- Wholly transitional curves

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Types of Transition Curve

There are two types of curved used to form the transitional section of a composite or wholly
transitional curve. These are:
-The clothoid
-The cubic parabola.
Length of transition curve
The length of the transition curve should be determined as the maximum of the following three
criteria: rate of change of centrifugal acceleration, rate of change of superelevation, and an
empirical formula given by IRC.
1. Rate of change of centrifugal acceleration
2. Rate of introduction of super-elevation
3. By empirical formula

Setback Distance
Setback distance m or the clearance distance is the distance required from the centerline of a
horizontal curve to an obstruction on the inner side of the curve to provide adequate sight
distance at a horizontal curve. The setback distance depends on:
1. sight distance (OSD, ISD and OSD),
2. radius of the curve, and
3. length of the curve.

Curve Resistance
When the vehicle negotiates a horizontal curve, the direction of rotation of the front and the r ear
wheels are different. The front wheels are turned to move the vehicle along the curve, whereas
the rear wheels seldom turn.

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Lecture 10
Vertical alignment-I
Overview
The vertical alignment of a transportation facility consists of tangent grades (straight lines in the
vertical plane) and vertical curves. Vertical alignment is documented by the profile. Just as a
circular curve is used to connect horizontal straight stretches of road, vertical curves connect two
gradients. When these two curves meet, they form either convex or concave. The former is called
a summit curve, while the latter is called a valley curve.
Gradient
Gradient is the rate of rise or fall along the length of the road with respect to the horizontal.
While aligning a highway, the gradient is decided designing the vertical curve. Before nalizing
the gradients, the construction cost, vehicular operation cost and the practical problems in the
site also has to be considered. Usually steep gradients are avoided as far as possible because of
the difficulty to climb and increase in the construction cost. More about gradients are discussed
below.
Effect of gradient
The effect of long steep gradient on the vehicular speed is considerable. This is particularly
important in roads where the proportion of heavy vehicles is significant. Due to restrictive sight
distance at uphill gradients the speed of traffic is often controlled by these heavy vehicles. As a
result, not only the operating costs of the vehicles are increased, but also capacity of the roads
will have to be reduced. Further, due to high differential speed between heavy and light vehicles,
and between uphill and downhill gradients, accidents abound in gradients.
Representation of gradient
The positive gradient or the ascending gradient is denoted as +n and the negative gradient as n.
The deviation angle N is: when two grades meet, the angle which measures the change of
direction and is given by the algebraic difference between the two grades (n1 ( n2)) = n1 + n2 = 1 +
o
o
0
2. Example: 1 in 30 = 3.33% 2 is a steep gradient, while 1 in 50 = 2% 1 10 is flatter gradient.

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Representation of gradient
Terrain

IRC Specifications for gradients for different roads

Ruling Limitings Exceptional

Plain/Rolling

3.3

5.0

6.7

Hilly

5.0

6.0

7.0

Steep

6.0

7.0

8.0

Types of gradient
Many studies have shown that gradient upto seven percent can have considerable effect on the
speeds of the passenger cars. On the contrary, the speeds of the heavy vehicles are considerably
reduced when long gradients as at as two percent is adopted. Although, atter gradients are
desirable, it is evident that the cost of construction will also be very high.
Ruling gradient
Limiting gradient
Exceptional gradient
Critical length of the grade
Minimum gradient
Summit curve

Summit curves
Summit curves are vertical curves with gradient upwards. They are formed when two gradients
meet.
1.
2.
3.
4.

when a positive gradient meets another positive gradient

when positive gradient meets a at gradient.
when an ascending gradient meets a descending gradient.
when a descending gradient meets another descending gradient.

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Lecture 11
Vertical alignment-II
Overview
Valley curve Valley curve or sag curves are vertical curves with convexity downwards. They are
formed when two gradients meet in any of the following four ways:
1. When a descending gradient meets another descending gradient.
2. When a descending gradient meets a at gradient.
3. When a descending gradient meets an ascending gradient.
4. When an ascending gradient meets another ascending gradient.
Design considerations
Thus the most important design factors considered in valley curves are:
(1) impact-free movement of vehicles at design speed and
(2) Availability of stopping sight distance under headlight of vehicles for night driving.

Fig. 11.1 Types of valley curve

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Length of the valley curve

The valley curve is made fully transitional by providing two similar transition curves of equal
length The 2N 3 The length of the valley transition curve transitional curve is set out by a cubic
parabola y = bx where b = 2 3L is designed based on two criteria:
1. Comfort criteria; that is allowable rate of change of centrifugal acceleration is limited to a
comfortable 3 level of about 0.6m/sec.
2. Safety criteria; that is the driver should have adequate headlight sight distance at any part of
the country.

Fig. 11.2 Valley curve, case1, L > S

Fig.11.3 Valley curve, case 2, S > L

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Lecture 12
Fundamental parameters of trac ow
Overview
Trac engineering pertains to the analysis of the behavior of trac and to design the facilities
for the smooth, safe and economical operation of trac. Understanding trac behavior requires
a thorough knowledge of trac stream parameters and their mutual relationships.
Traffic stream parameters
The trac stream includes a combination of driver and vehicle behavior.
1. Speed
Speed is considered as a quality measurement of travel as the drivers and passengers will be
concerned more about the speed of the journey than the design aspects of the trac.

Spot Speed
Running speed

Time mean speed and space mean speed

Time mean speed is dened as the average speed of all the vehicles passing a point on a highway
over some specied time period. Space mean speed is dened as the average speed of all the
vehicles occupying a given section of a highway over some specied time period.
2. Flow
There are practically two ways of counting the number of vehicles on a road. One is ow or
volume, which is dened as the number of vehicles that pass a point on a highway or a given
lane or direction of a highway during a specic time interval.
Types of volume measurements
I.
II.
III.
IV.

Average Annual Daily Trac(AADT)

Average Annual Weekday Trac(AAWT)
Average Daily Trac(ADT)
Average Weekday Trac(AWT)

3. Density
Density is dened as the number of vehicles occupying a given length of highway or lane and is
generally expressed as vehicles per km/mile.
Derived characteristics
*

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Time headway
The microscopic character related to volume is the time headway or simply headway. Time
headway is dened as the time dierence between any two successive vehicles when they cross a
given point.
Distance headway
Another related parameter is the distance headway. It is dened as the distance between
corresponding points of two successive vehicles at any given time.
Travel time
Travel time is dened as the time taken to complete a journey.
Time-space diagram

Fig. 12.1 Single vehicle

Fig. 12.2 Many vehicle

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Lecture 13
Fundamental relation of trac parameter
Overview
Speed is one of the basic parameters of trac ow and time mean speed and space mean speed are the
two representations of speed.
Time mean speed (vt )
Space mean speed (vs )

Fundamental diagrams of trac ow

The ow and density varies with time and location. The relation between the density and the
corresponding ow on a given stretch of road is referred to as one of the fundamental diagram of trac
ow. Some characteristics of an ideal ow-density relationship is listed below:
1. When the density is zero, ow will also be zero,since there is no vehicles on the road.
2. When the number of vehicles gradually increases the density as well as ow increases.
3. When more and more vehicles are added, it reaches a situation where vehicles cant move. This is
referred to as the jam density or the maximum density. At jam density, ow will be zero because the
vehicles are not moving.
4. There will be some density between zero density and jam density, when the ow is maximum.

Fig.13.1 Flow density Curve

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Fig.13.2 Speed-density diagram

Speed-density diagram
Similar to the ow-density relationship, speed will be maximum, referred to as the free ow speed, and
when the density is maximum, the speed will be zero. The most simple assumption is that this variation of
speed with density is linear

Fig.13.3 Speed-flow diagram

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Lecture 14
Traffic data collection
Overview
Unlike many other disciplines of the engineering, the situations that are interesting to a trac
engineer cannot be reproduced in a laboratory. Even if road and vehicles could be set up in large
laboratories, it is impossible to simulate the behavior of drivers in the laboratory.
Data requirements
The measurement procedures can be classied based on the geographical extent of the survey
into ve categories:
(a) Measurement at point on the road,
(b) Measurement over a short section of the road (less than 500 metres)
(c) Measurement over a length of the road (more than about 500 metres)
(d) Wide area samples obtained from number of locations, and (e) the use of an observer moving
in the trac stream.
Measurements at a point

Fig. 14.1 Illustration of measurement over short section using enoscope

Measurements over short section
The main objective of this study is to nd the spot speed of vehicles.
Measurements over long section
This is normally used to obtain variations in speed over a stretch of road.
*

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Moving observer method for stream measurement

Determination of any of the two parameters of the trac ow will provide the third one by the
equation q = u.k. Moving observer method is the most commonly used method to get the
relationship between the fundamental stream characteristics

Fig. 14.2. Illustration of moving observer method

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Lecture 15
Capacity and Level of Service
Overview
Capacity and Level of service are two related terms. Capacity analysis tries to give a clear
understanding of how much trac a given transportation facility can accommodate. Level of
service tries to answer how good the present traffic situation on a given facility is.
Capacity
Capacity is dened as the maximum number of vehicles, passengers, or the like, per unit time,
which can be accommodated under given conditions with a reasonable expectation of
occurrence. Some of the observations that are found from this denition can be now discussed.
Level of service
A term closely related to capacity and often confused with it is service volume. When capacity
gives a quantitative measure of trac, level of service or LOS tries to give a qualitative measure.
Highway capacity
Highway capacity is dened by the Highway Capacity Manual as the maximum hourly rate at
which persons or vehicles can be reasonably expected to traverse a point or a uniform segment of
a lane or roadway during a given time period under prevailing roadway, trac and control
conditions.
Trac conditions:
Road way characteristics:
Control conditions:
Factors aecting level of service
Level of service one can derive from a road under dierent operating characteristics and
trac volumes. The factors aecting level of service (LOS) can be listed as follows:

Speed and travel time

Trac interruptions/restrictions
Freedom to travel with desired speed
Driver comfort and convenience
Operating cost.

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Lecture 16
Traffic Sign
Overview
Trac control device is the medium used for communicating between trac engineer and road
users. Unlike other modes of transportation, there is no control on the drivers using the road.
Here trac control devices comes to the help of the trac engineer. The major types of trac
control devices used are1. Trac signs
2. Road markings
3. Trac signals
4. Parking control.
Requirements of trac control devices
The control device should fulll a need
It should command attention from the road users
It should convey a clear, simple meaning
Road users must respect the signs
The control device should provide adequate time for proper response from the road users
Types of trac signs
1. Regulatory signs
2. Warning signs
3. Informative signs
Regulatory signs
These signs are also called mandatory signs because it is mandatory that the drivers must obey
these signs. If the driver fails to obey them, the control agency has the right to take legal action
against the driver.
Right of way series
Speed series
Movement series
Parking series
Pedestrian series
Miscellaneous
*

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Warning signs
Warning signs or cautionary signs give information to the driver about the impending road
condition. They advice the driver to obey the rules.
Informative signs
Informative signs also called guide signs, are provided to assist the drivers to reach their desired
destinations. These are predominantly meant for the drivers who are unfamiliar to the place. The
guide signs are redundant for the users who are accustomed to the location.

Fig.16.1 Examples of informative signs

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Lecture 17
Road Sign
Overview
The essential purpose of road markings is to guide and control trac on a highway. They
supplement the function of trac signs. The markings serve as a psychological barrier and
signify the delineation of trac path and its lateral clearance from trac hazards for the safe
movement of trac. Hence they are very important to ensure the safe, smooth and harmonious
ow of trac.

Classication of road markings

The road markings are dened as lines, patterns, words or other devices, except signs, set into
applied or attached to the carriageway or kerbs or to objects within or adjacent to the
carriageway, for controlling, warning, guiding and informing the users. The road markings are
classied as

Longitudinal markings
Transverse markings
Object markings
Word messages
Marking for parking
Marking at hazardous locations

Longitudinal markings
Longitudinal markings are placed along the direction of trac on the roadway surface, for the
purpose of indicating to the driver, his proper position on the roadway.

Fig.17.1 Centre line marking for a two lane road

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Fig.17.2 Centre line and lane marking for a four lane road
Centre line
Centre line separates the opposing streams of trac and facilitates their movements. Usually no
centre line is provided for roads having width less than 5 m and for roads having more than four
lanes. The centre line may be marked with either single broken line, single solid line, double
broken line, or double solid line depending upon the road and trac requirements.
Trac lane lines
The subdivision of wide carriageways into separate lanes on either side of the carriage way helps
the driver to go straight and also curbs the meandering tendency of the driver.
No passing zones
No passing zones are established on summit curves, horizontal curves, and on two lane and three
lane highways where overtaking maneuvers are prohibited because of low sight distance. It may
be marked by a solid yellow line along the centre or a double yellow line.

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Lecture 18
Parking
Overview
Parking is one of the major problems that is created by the increasing road trac.
Parking studies
Before taking any measures for the betterment of conditions, data regarding availability of
parking space, extent of its usage and parking demand is essential. It is also required to estimate
the parking fares also.

Parking statistics
Parking accumulation
Parking volume
Parking load
Average parking duration
Parking turnover
Parking index

Parking surveys
o In-out survey
o Fixed period sampling
o License plate method of survey
On street parking

Parallel parking
30 parking
45 parking
60 parking
Right angle parking

O street
Parking In many urban centres, some areas are exclusively allotted for parking which will be at
some distance away from the main stream of trac. Such a parking is referred to as o-street
parking.

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Lecture 19
Traffic Signal Design
Overview
The conicts arising from movements of trac in dierent directions is solved by time sharing
of the principle. The advantages of trac signal includes an orderly movement of trac, an
increased capacity of the intersection and requires only simple geometric design. However the
disadvantages of the signalized intersection are it aects larger stopped delays, and the design
requires complex considerations.
Denitions and notations

Cycle
Cycle length
Interval
Green interval
Red interval
Phase
Lost time

Phase design
The signal design procedure involves six major steps.
They include the
1.
2.
3.
4.
5.
6.

phase design
determination of amber time and clearance time
determination of cycle length
apportioning of green time
pedestrian crossing requirements,
the performance evaluation

Two phase signals

Two phase system is usually adopted if through trac is signicant compared to the turning
movements.

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Fig. 19.1 Two phase signal

Four phase signals
There are at least three possible phasing options.

Fig.19.2 One way of providing four phase signals

Cycle time
Cycle time is the time taken by a signal to complete one full cycle of iterations. i.e. one
complete rotation through all signal indications. It is denoted by C.

Fig.19.3 Headways departing signal

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Lecture 20
Subgrade Material
Overview
Pavements are a conglomeration of materials. These materials, their associated properties, and
their interactions determine the properties of the resultant pavement.
Sub grade soil
Soil is an accumulation or deposit of earth material, derived naturally from the disintegration of
rocks or decay of vegetation, that can be excavated readily with power equipment in the eld or
disintegrated by gentle mechanical means in the laboratory.
Desirable properties
The desirable properties of sub grade soil as a highway material are
1.
2.
3.
4.
5.
6.

Stability
Incompressibility
Permanency of strength
Minimum changes in volume and stability
Good drainage
Ease of compaction

Soil Classification
Two commonly used systems for soil engineers based on particle distribution and atterberg
limits:
American Association of State Highway and Transportation Officials (AASHTO) System (for
state/county highway dept.)
Unified Soil Classification System (USCS) (preferred by geotechnical engineers).
Soil particles
The description of the grain size distribution of soil particles according to their texture (particle
size, shape, and gradation).Major textural classes include, very roughly:

gravel (>2 mm);

sand (0.1 2 mm);
silt (0.01 0.1 mm);
clay (< 0.01 mm).

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Lecture 21
Test of Soil
Overview
Sub grade soil is an integral part of the road pavement structure as it provides the support to the
pavement from beneath. The main function of the sub grade is to give adequate support to the
pavement and for this the sub grade should possess sucient stability under adverse climatic and
loading conditions. Therefore, it is very essential to evaluate the sub grade by conducting tests.
The tests used to evaluate the strength properties of soils may be broadly divided into three
groups:
1. Shear tests
2. Bearing tests
3. Penetration tests
Shear tests
Shear tests are usually carried out on relatively small soil samples in the laboratory. In order to
nd out the strength properties of soil, a number of representative samples from dierent
locations are tested. Some of the commonly known shear tests:
o Direct shear test,
o Triaxial compression test,
o Unconned compression test.
California Bearing Ratio (CBR)
This test was developed by the California Division of Highway as a method of classifying and
evaluating soil-sub grade and base course materials for exible pavements.

Fig 21.1 CBR Test

*

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Plate Bearing Test

Plate bearing test is used to evaluate the support capability of sub-grades, bases and in some
cases, complete pavement. Data from the tests are applicable for the design of both exible and
rigid pavements. In plate bearing test, a compressive stress is applied to the soil or pavement
layer through rigid plates relatively large size and the deections are measured for various stress
values.

Fig.21.2 Plate load test

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Lecture 22
Pavement materials
Overview
Aggregate is a collective term for the mineral materials such as sand, gravel, and crushed stone
that are used with a binding medium (such as water, bitumen, Portland cement, lime, etc.) to
form compound materials (such as bituminous concrete and Portland cement concrete). By
volume, aggregate generally accounts for 92 to 96 percent of Bituminous concrete and about 70
to 80 percent of Portland cement concrete. Aggregate is also used for base and sub-base courses
for both exible and rigid pavements. Aggregates can either be natural or manufactured.
Desirable properties
Strength
The aggregates used in top layers are subjected to
(i) Stress action due to traffic wheel load,
(ii) Wear and tear,
(iii) crushing.
Hardness
The aggregates used in the surface course are subjected to constant rubbing or abrasion due to
moving traffic. The aggregates should be hard enough to resist the abrasive action caused by the
movements of traffic. The abrasive action is severe when steel tyred vehicles moves over the
aggregates exposed at the top surface.
Toughness
Resistance of the aggregates to impact is termed as toughness. Aggregates used in the pavement
should be able to resist the effect caused by the jumping of the steel tyred wheels from one
particle to another at different levels causes severe impact on the aggregates.
Shape of aggregates
Aggregates which happen to fall in a particular size range may have rounded cubical, angular,
flaky or elongated particles. It is evident that the aky and elongated particles will have less
strength and durability when compared with cubical, angular or rounded particles of the same
aggregate. Hence too flaky and too much elongated aggregates should be avoided as far as
possible.

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Adhesion with bitumen

The aggregates used in bituminous pavements should have less a nity with water when compared
with bituminous materials, otherwise the bituminous coating on the aggregate will be stripped o
in presence of water.
Durability
The property of aggregates to withstand adverse action of weather is called soundness. The
aggregates are subjected to the physical and chemical action of rain and bottom water, impurities
there-in and that of atmosphere, hence it is desirable that the road aggregates used in the
construction should be sound enough to withstand the weathering action
Freedom from deleterious particles
Specifications for aggregates used in bituminous mixes usually require the aggregates to be
clean, tough and durable in nature and free from excess amount of at or elongated pieces, dust,
clay balls and other objectionable material. Similarly aggregates used in Portland cement
concrete mixes must be clean and free from deleterious substances such as clay lumps, chert, silt
and other organic impurities.

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Lecture 23
Aggregate tests-I
Overview
In order to decide the suitability of the aggregate for use in pavement construction, following
tests are carried out:
Crushing test
Abrasion test
Impact test
Soundness test
Shape test
Specific gravity and water absorption test
Bitumen adhesion test
Crushing test
One of the model in which pavement material can fail is by crushing under compressive stress. A test is
standardized by IS:2386 part-IV and used to determine the crushing strength of aggregates. The
aggregate crushing value provides a relative measure of resistance to crushing under gradually applied
crushing load.

Fig.23.1 Crushing test setup

Abrasion test
Abrasion test is carried out to test the hardness property of aggregates and to decide whether they are suitable for
different pavement construction works. Los Angeles abrasion test is a preferred one for carrying out the hardness
property and has been standardized in India (IS:2386 part-IV).

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Fig.23.2 Los Angeles abrasion test setup

Impact test
The aggregate impact test is carried out to evaluate the resistance to impact of aggregates.
Aggregates passing 12.5 mm sieve and retained on 10 mm sieve is lled in a cylindrical steel
cup of internal dia 10.2 mm and depth 5 cm which is attached to a metal base of impact testing
machine. The material is lled in 3 layers where each layer is tamped for 25 number of blows.
Soundness test
Soundness test is intended to study the resistance of aggregates to weathering action, by
conducting accelerated weathering test cycles. The Porous aggregates subjected to freezing and
thawing are likely to disintegrate prematurely. To ascertain the durability of such aggregates,
they are subjected to an accelerated soundness test as specied in IS:2386 part-V.

Fig.23.3 Impact test setup

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Lecture 24
Aggregate tests-II
Shape tests
The particle shape of the aggregate mass is determined by the percentage of aky and elongated
particles in it. Aggregates which are aky or elongated are detrimental to higher workability and
stability of mixes. The akiness index is dened as the percentage by weight of aggregate
particles whose least dimension is less than 0.6 times their mean size. Test procedure had been
standardized in India (IS:2386 part-I).

Fig.24.1 Flakiness gauge

Fig.24.2 Elongation gaugege

Specific Gravity and water absorption
The Specific gravity and water absorption of aggregates are important properties that are
required for the design of concrete and bituminous mixes. The Specific gravity of a solid is the
ratio of its mass to that of an equal volume of distilled water at a specied temperature.
Apparent Specic Gravity
Bulk Specic Gravity
Water absorption, The dierence between the apparent and bulk specic gravities is nothing but
the water- permeable voids of the aggregates.

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The specic gravity of aggregates normally used in road construction ranges from about 2.5 to 2.9. Water
absorption values ranges from 0.1 to about 2.0 percent for aggregates normally used in road surfacing.
Bitumen adhesion test
Bitumen adheres well to all normal types of road aggregates provided they are dry and free from dust. In
the absence of water there is practically no adhesion problem of bituminous construction. Adhesion
problem occurs when the aggregate is wet and cold.
Table 24.1 Tests for Aggregates with IS codes

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Lecture 25
Pavement materials: Bitumen
Overview
Bituminous materials or asphalts are extensively used for roadway construction, primarily
because of their excellent binding characteristics and water proofing properties and relatively
low cost.
Production of Bitumen
Bitumen is the residue or by-product when the crude petroleum is refined. A wide variety of
refinery processes, such as the straight distillation process, solvent extraction process etc. may be
used to produce bitumen of different consistency and other desirable properties.
Vacuum steam distillation of petroleum oils
In the vacuum-steam distillation process the crude oil is heated and is introduced into a large
cylindrical still. Steam is introduced into the still to aid in the vaporization of the more volatile
constituents of the petroleum and to minimize decomposition of the distillates and residues. The
volatile constituents are collected, condensed, and the various fractions stored for further
refining, if needed. The residues from this distillation are then fed into a vacuum distillation unit,
where residue pressure and steam will further separate out heavier gas oils. The bottom fraction
from this unit is the vacuum-steam-re ned asphalt cement.
Different forms of bitumen
Cutback bitumen
Normal practice is to heat bitumen to reduce its viscosity. In some situations preference is given
to use liquid binders such as cutback bitumen. In cutback bitumen suitable solvent is used to
lower the viscosity of the bitumen. From the environmental point of view also cutback bitumen
is preferred.
There are different types of cutback bitumen like rapid curing (RC), medium curing (MC), and
slow curing (SC).
Bitumen emulsion
Bitumen emulsion is a liquid product in which bitumen is suspended in a finely divided
condition in an aqueous medium and stabilized by suitable material. Three types of bituminous
emulsions are available, which are Rapid setting (RS), Medium setting (MS), and Slow setting
(SC). Bitumen emulsions are ideal binders for hill road construction.

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Bituminous primers
In bituminous primer the distillate is absorbed by the road surface on which it is spread. The
absorption therefore depends on the porosity of the surface. Bitumen primers are useful on the
stabilized surfaces and water bound macadam base courses. Bituminous primers are generally
prepared on road sites by mixing penetration bitumen with petroleum distillate.
Modified Bitumen
Certain additives or blend of additives called as bitumen modifiers can improve properties of
Bitumen and bituminous mixes. Bitumen treated with these modifiers is known as modified
bitumen. Polymer modified bitumen (PMB)/ crumb rubber modified bitumen (CRMB) should be
used only in wearing course depending upon the requirements of extreme climatic variations.
The detailed specifications for modified bitumen have been issued by IRC: SP: 53-1999.
Requirements of Bitumen
The desirable properties of bitumen depend on the mix type and construction. In general,
Bitumen should posses following desirable properties.
o The bitumen should not be highly temperature susceptible: during the hottest weather the
mix should not become too soft or unstable, and during cold weather the mix should not
become too brittle causing cracks.
o The viscosity of the bitumen at the time of mixing and compaction should be adequate.
This can be achieved by use of cutbacks or emulsions of suitable grades or by heating the
bitumen and aggregates prior to mixing.
o There should be adequate affinity and adhesion between the bitumen and aggregates used
in the mix.

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Lecture 26
Test of Bitumen
Tests on bitumen
There are a number of tests to assess the properties of bituminous materials. The following tests
are usually conducted to evaluate di erent properties of bituminous materials.

Penetration test
Ductility test
Softening point test
Specific gravity test
Viscosity test
Flash and Fire point test
Float test
Water content test
Loss on heating test

Penetration test
It measures the hardness or softness of bitumen by measuring the depth in tenths of a millimeter
to which a standard loaded needle will penetrate vertically in 5 seconds. BIS had standardized
the equipment and test procedure. The penetrometer consists of a needle assembly with a total
weight of 100g and a device for releasing and locking in any position.

Fig. 26. 1 Penetration Test Setup

Ductility test
Ductility is the property of bitumen that permits it to undergo great deformation or elongation.
Ductility is dened as the distance in cm, to which a standard sample or briquette of the material
will be elongated without breaking.
*

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Fig. 26.2 Ductility Moulds

Softening point test
Softening point denotes the temperature at which the bitumen attains a particular degree of
softening under the specications of test. The test is conducted by using Ring and Ball apparatus.

Fig. 26.3 Softening Point Test Setup

Specic gravity test
In paving jobs, to classify a binder, density property is of great use. In most cases bitumen is
weighed, but when used with aggregates, the bitumen is converted to volume using density
values. The density of bitumen is greatly inuenced by its chemical composition. Increase in
aromatic type mineral impurities cause an increase in specic gravity.

Viscosity test
Viscosity denotes the uid property of bituminous material and it is a measure of resistance to
ow. At the application temperature, this characteristic greatly inuences the strength of
resulting paving mixes. Low or high viscosity during compaction or mixing has been observed to

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result in lower stability values. At high viscosity, it resist the compactive eort and thereby
resulting mix is heterogeneous, hence low stability values.

Fig.26.4 Viscosity apparatus

Flash and re point test
At high temperatures depending upon the grades of bitumen materials leave out volatiles. And
these volatiles catches re which is very hazardous and therefore it is essential to qualify this
temperature for each bitumen grade.
Float test
Normally the consistency of bituminous material can be measured either by penetration test or
viscosity test. But for certain range of consistencies, these tests are not applicable and Float test
is used.
Water content test
It is desirable that the bitumen contains minimum water content to prevent foaming of the
bitumen when it is heated above the boiling point of water. The water in a bitumen is determined
by mixing known weight of specimen in a pure petroleum distillate free from water, heating and
distilling of the water.
Loss on heating test
When the bitumen is heated it loses the volatility and gets hardened. About 50gm of the sample
is weighed and 0 heated to a temperature of 163 C for 5hours in a specied oven designed for
this test.

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Lecture 27
Bituminous Mix Design-I
Overview
The bituminous mix design aims to determine the proportion of bitumen, ller, ne aggregates,
and coarse aggregates to produce a mix which is workable, strong, durable and economical. The
requirements of the mix design and the two major stages of the mix design, i.e dry mix design
and wet mix design.
Objectives of mix design
1. Sucient bitumen to ensure a durable pavement,
2. Sucient strength to resist shear deformation under trac at higher temperature,
3. Sucient air voids in the compacted bitumen to allow for additional compaction by trac,
4. Sucient workability to permit easy placement without segregation,
5. Sucient exibility to avoid premature cracking due to repeated bending by trac,and
6. Sucient exibility at low temperature to prevent shrinkage cracks.
Constituents of a mix

Coarse aggregates
Fine aggregates
Filler
Binder

Types of mix

Well-graded mix
Gap-graded mix
Open-graded mix
Unbounded

Dierent layers in a pavement

o Bituminous base course
o Bituminous binder course
o Asphaltic/Bituminous concrete

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Lecture 28
Requirements of Bituminous mixes
Stability
Stability is dened as the resistance of the paving mix to deformation under trac load. Two
examples of failure are
(i) shoving - a transverse rigid deformation which occurs at areas subject to severe acceleration
(ii) grooving - longitudinal ridging due to channelization of trac. Stability depend on the interparticle friction, primarily of the aggregates and the cohesion oered by the bitumen.
Durability
Durability is dened as the resistance of the mix against weathering and abrasive actions.
(i) pot-holes, - deterioration of pavements locally and
(ii) stripping, lost of binder from the aggregates and aggregates are exposed.
Flexibility
Flexibility is a measure of the level of bending strength needed to counteract trac load and
prevent cracking of surface. Fracture is the cracks formed on the surface (hairline-cracks,
alligator cracks), main reasons are shrinkage and brittleness of the binder.
Skid resistance
It is the resistance of the nished pavement against skidding which depends on the surface
texture and bitumen content. It is an important factor in high speed trac.
Workability
Workability is the ease with which the mix can be laid and compacted, and formed to the
required condition and shape.
Desirable properties
From the above discussion, the desirable properties of a bituminous mix can be summarized as
follows:

Stability to meet trac demand

Bitumen content to ensure proper binding and water proong
Voids to accommodate compaction due to trac
Flexibility to meet trac loads, esp. in cold season
Sucient workability for construction Economical mix
*

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Lecture 29
Dry Mix Design
Overview
The objective of dry mix design is to determine the amount of various sizes of mineral
aggregates to use to get a mix of maximum density. The dry mix design involves three important
steps, viz. selection of aggregates, aggregates gradation, and proportion of aggregates, which are
discussed below.
Selection of aggregates
The desirable qualities of a bituminous paving mixture are dependent to a considerable degree on
the nature of the aggregates used. Aggregates are classified as coarse, fine, and filler. The
function of the coarse aggregates in contributing to the stability of a bituminous paving mixture
is largely due to interlocking and frictional resistance of adjacent particles.
Aggregate gradation
The properties of the bituminous mix including the density and stability are very much
dependent on the aggregates and their grain size distribution.
However, some minimum amount of void space is necessary to:
o provide adequate volume for the binder to occupy,
o promote rapid drainage, and
o provide resistance to frost action for base and sub base courses.
Proportioning of aggregates
After selecting the aggregates and their gradation, proportioning of aggregates has to be done
and following are the common methods of proportioning of aggregates:
Trial and error procedure:
Graphical Methods:
Analytical Method:

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Lecture 30
Marshall Mix Design
Overview
The mix design (wetmix) determines the optimum bitumen content. This is preceded by the dry
mix design.
Marshall mix design
The Marshall stability and ow test provides the performance prediction measure for the
Marshall mix design method. The stability portion of the test measures the maximum load
supported by the test specimen at a loading rate of 50.8 mm/minute.
Specimen preparation
Determine the properties of the mix

Fig. 30.1 Marshall Mould

Fig. 30.2 Marshall Mould

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Theoretical specic gravity of the mix G t

Bulk specic gravity of mix Gm

Air voids percent Vv

Voids in mineral aggregateVMA

Voids lled with bitumen VFB
Determine Marshall stability and ow
Marshall stability of a test specimen is the maximum load required to produce failure when the
specimen is preheated to a prescribed temperature placed in a special test head and the load is
applied at a constant strain (5 cm per minute).
Apply stability correction

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Prepare graphical plots

The average value of the above properties are determined for each mix with dierent bitumen
content and the following graphical plots are prepared:
1. Binder content versus corrected Marshall stability
2. Binder content versus Marshall ow
3. Binder content versus percentage of void in the total mix v
4. Binder content versus voids lled with bitumen (V F B) 5. Binder content versus unit weight
or bulk specic gravity
Determine optimum bitumen content
Determine the optimum binder content for the mix design by taking average value of the
following three bitumen contents found form the graphs obtained in the previous step.
1. Binder content corresponding to maximum stability
2. Binder content corresponding to maximum bulk specic gravity
3. Binder content corresponding to the median of designed limits of percent air voids in the total
mix v (i.e. 4%)

Fig. 30.1 Marshal graphical plots

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Lecture 31
Flexible pavement design-I
Overview
Flexible pavements are so named because the total pavement structure deects, or exes, under
loading. A exible pavement structure is typically composed of several layers of materials. Each
layer receives loads from the above layer, spreads them out, and passes on these loads to the next
layer below. Thus the stresses will be reduced, which are maximum at the top layer and
minimum on the top of subgrade.
Design procedures

Empirical design
Empirical design

Trac and Loading

Fixed trac
Fixed vehicle
Variable trac and vehicle

Equivalent single wheel load

To carry maximum load with in the specied limit and to carry greater load, dual wheel, or dual
tandem assembly is often used. Equivalent single wheel load (ESWL) is the single wheel load
having the same contact pressure, which produces same value of maximum stress, deection,
tensile stress or contact pressure at the desired depth.
Equivalent single wheel load To carry maximum load with in the specied limit and to carry
greater load, dual wheel, or dual tandem assembly is often used. Equivalent single wheel load
(ESWL) is the single wheel load having the same contact pressure, which produces same value
of maximum stress, deection, tensile stress or contact pressure at the desired depth.

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Fig. 31.1 ESWL-Equal stress concept

Equivalent single axle load
o Legal axle load
o Standard axle load
Repetition of axle loads
Equivalent axle load factor

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Lecture 32
Flexible pavement design-I
Material characterization
It is well known that the pavement materials are not perfectly elastic but experiences some
permanent deformation after each load repetitions. It is well known that most paving materials
are not elastic but experience some permanent deformation after each load application.
Resilient modulus of soil
The elastic modulus based on the recoverable strain under repeated loads is called the resilient
modulus.

Fig. 32.1 Recoverable strain under repeated loads

Dynamic complex modulus
This is one of the way of explaining the stress-strain relationship of visco-elastic materials.
Correlations with other tests
Determination of resiliant modulus is often cumbersome. Therefore, various empirical tests have
been used to determine the material properties for pavement design.
Mechanistic-empirical analysis
Mechanics is the science of motion and action of forces on bodies. In pavement design these
phenomena are stresses, strains, and deections within a pavement structure and the physical
causes are loads and material properties of the pavements structure.
27.5.1 Advantages

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The basic advantages of the Mechanistic-Empirical pavement design method over a purely
empirical one are:
o It can be used for both existing pavement rehabilitation and new pavement construction
o It can accommodate changing load types
o It can better characterize materials allowing for better utilization of available materials
accommodation of new materials improved definition of existing layer proportion
o It uses material proportion that relates better with actual pavement performance
o It provides more reliable performance predictions
o It defines role of construction in a better way
o It accommodates environment and aging e ect of materials in the pavement
Mechanistic model
Mechanistic models are used to mathematically model pavement physics.
Inputs
A layered elastic model requires a minimum number of inputs to adequately characterize a
pavement structure and its response to loading. These inputs are:
Material properties of each layer, like modulus of elasticity (E), Poisson's ratio,
Pavement layer thicknesses, and
Loading conditions which include the total wheel load and load repetitions
Output
The outputs of the layered elastic model are the stresses, strains and de ections in the pavements.

Stress.
Strain.
Deflection.

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Lecture 33
IRC Method of Flexible Pavement Design
Overview
Indian roads congress has specified the design procedures for exible pavements based on CBR
values. The Pavement designs given in the previous edition IRC:37-1984 were applicable to
design traffic upto only 30 million standard axles (msa).
Scope
These guidelines will apply to design of exible pavements for Expressway, National Highways,
State Highways, Major District Roads, and other categories of roads. Flexible pavements are
considered to include the pavements which have bituminous surfacing and granular base and
sub-base courses conforming to IRC/ MOST standards. These guidelines apply to new
pavements.
Design criteria
o Vertical compressive strain at the top of the sub-grade which can cause sub-grade
deformation resulting in permanent deformation at the pavement surface.
o Horizontal tensile strain or stress at the bottom of the bituminous layer which can cause
fracture of the bituminous layer.
o Pavement deformation within the bituminous layer.
Failure Criteria

Fatigue Criteria
Rutting Criteria

Fig. 33.1 Critical Locations in Pavement

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Design procedure
Based on the performance of existing designs and using analytical approach, simple design
charts and a catalogue of pavement designs are added in the code.
Using the following simple input parameters, appropriate designs could be chosen for the given
trac and soil strength:

Design trac in terms of cumulative number of standard axles; and

CBR value of subgrade.

Design trac
The method considers trac in terms of the cumulative number of standard axles (8160 kg) to be
carried by the pavement during the design life. This requires the following information:

Initial trac in terms of CVPD

Trac growth rate during the design life
Design life in number of years
Vehicle damage factor (VDF)
Distribution of commercial trac over the carriage way.

Pavement thickness design charts

For the design of pavements to carry trac in the range of 1 to 10 msa, use chart 1 and for trac
in the range 10 to 150 msa, use chart 2 of IRC:37 2001.
Pavement composition
o Sub-base
o Base
o Bituminous surfacing

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Lecture 34
Stresses in Rigid Pavement
Overview
As the name implies, rigid pavements are rigid i.e, they do not ex much under loading like
exible pavements. They are constructed using cement concrete. In this case, the load carrying
capacity is mainly due to the rigidity ad high modulus of elasticity of the slab (slab action).
Modulus of sub-grade reaction
Westergaard considered the rigid pavement slab as a thin elastic plate resting on soil sub-grade,
which is assumed as a dense liquid. The upward reaction is assumed to be proportional to the
deection.
Relative stiness of slab to sub-grade
A certain degree of resistance to slab deection is oered by the sub-grade. The sub-grade
deformation is same as the slab deection. Hence the slab deection is direct measurement of the
magnitude of the sub-grade pressure.
Critical load positions
There are three typical locations namely the interior, edge and corner, where diering conditions
of slab continuity exist. These locations are termed as critical load positions.

Fig. 34.1 Critical stress locations

Temperature stresses
Temperature stresses are developed in cement concrete pavement due to variation in slab
temperature. This is caused by
(i) Daily variation resulting in a temperature gradient across the thickness of the slab and

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(ii) Seasonal variation resulting in overall change in the slab temperature.

Combination of stresses
The cumulative eect of the dierent stress give rise to the following thee critical cases

Summer, mid-day: The critical stress is for edge region

Winter, mid-day: The critical combination of stress is for the edge region given by
Mid-nights: The critical combination of stress is for the corner region given

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Lecture 35
Design of joints
Expansion joints
The purpose of the expansion joint is to allow the expansion of the pavement due to rise in
temperature with respect to construction temperature.

Fig. 35.1 Expansion joint

Contraction joints

35.2 Contraction Joint

Dowel bars
The purpose of the dowel bar is to eectively transfer the load between two concrete slabs and to keep the

two slabs in same height.

Tie bars
In contrast to dowel bars, tie bars are not load transfer devices, but serve as a means to tie two
slabs. Hence tie bars must be deformed or hooked and must be rmly anchored into the concrete
to function properly.

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Lecture 36
Low Volume Roads
Overview
Low Volume Road is considered a road that has relatively low use (an Average Daily Traffic of
less than 400 vehicles per day), low design speeds (typically less than 80 kph), and
corresponding geometry. Most roads in rural areas are low-volume roads.
Steps
The basic steps of road panning are:
o Planning
o Location
o Survey
o Design
o Construction
o Maintenance
Importance of Rural Roads
Rural road connectivity is a key component of rural development in India since it promotes
access to economic and social services and thereby increases agricultural income and productive
employment opportunities. As a result, it is also a key ingredient in ensuring sustainable poverty
reduction.
Aspect of Road Design
o
o
o
o
o

General Design
Materials
Slopes
Drainage
Erosion Control

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Lecture 37
Highway Drainage
Overview
Provision for adequate drainage is of paramount importance in road design and cannot be
overemphasized. The presence of excess water or moisture within the roadway will adversely
affect the engineering properties of the materials with which it was constructed. Cut or fill
failures, road surface erosion, and weakened subgrades followed by a mass failure are all
products of inadequate or poorly designed drainage. As has been stated previously, many
drainage problems can be avoided in the location and design of the road: Drainage design is most
appropriately included in alignment and gradient planning.
Importance of Drainage
Water has a number of unhelpful characteristics which impact on highway performance.
o It is a lubricant reducing the effectiveness of tyre grip on the carriageway wearing surface
which can increase stopping distances.
o Spray from rainwater being thrown up by car tyres can reduce visibility which can lead to
delays in reacting to events on the carriageway.
o Drag on car tyres from local rainwater ponding can alter the balance of vehicles travelling
at speed which can be alarming or cause skidding.
o It is incompressible therefore standing water effectively acts as a jackhammer on the
wearing course right through to the sub-base when vehicles pass over head.
o It expands when frozen pulling apart the carriageway construction which then falls apart
when it warms up
o In extreme storms, rainwater can simply wash away roads on embankment should the
culvert become blocked or lack capacity.

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Lecture 38
Bridge Engineering-I
Classification of Bridges
1.Classification of Bridges (According to form (or) type of superstructures)
Slab bridge
Beam bridge
Truss bridge
Arch bridge
Cable stayed (or )suspended bridge
2.Classification of bridges (According to material of construction of superstructure)
Timber bridge
Concrete bridge
Stone bridge
R.C.C bridge
Steel bridge
P.C.C bridge
Composite bridge
Aluminum bridge
3. Classification of bridges (According to inter-span relationship)
Simply supported bridge
Cantilever bridge
Continuous bridge
4. Classification of bridges (According to the position of the bridge floor relative to
superstructures)
Deck through bridge
Half through or suspension bridge
5. Classification of bridges (According to method of connection of different part of
superstructures)
Pinned connection bridge
Riveted connection bridge
Welded connection bridge
6.Classification of bridges (According to length of bridge)
Culvert bridge(less than 6 m)
Minor bridge(less than 6 m-60m)
Major bridge(more than 60 m)
Long span bridge(more than 120 m)

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9.Classification of bridges (According to function)

Aqueduct bridge(canal over a river)
Viaduct(road or railway over a valley or river)
Pedestrian bridge
Highway bridge
Railway bridge
Road-cum-rail or pipe line bridge

Bridge scour
It is the removal of sediment such as sand and rocks from around bridge abutments or piers.
Scour, caused by swiftly moving water, can scoop out scour holes, compromising the integrity of
a structure.
In the United States of America, bridge scour is one of the three main causes of bridge failure
(the others being collision and overloading). It has been estimated that 60% of all bridge failures
result from scour and other hydraulic-related causes. It is the most common cause of highway
bridge failure in the United States, where 46 of 86 major bridge failures resulted from scour near
piers from 1961 to 1976.

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Lecture 39
Bridge Engineering-II
Shallow Foundations:
Foundations provided immediately beneath the lowest part of the structure, near to the ground
level are known as shallow foundations. Such foundations are mostly placed on the first hard and
firm strata available below the ground level. Shallow foundations are further classified into the
following types:
1.
2.
3.
4.
5.

Spread footing or open trench foundations

Grillage foundations
Raft foundations
Stepped foundations
Inverted arch foundations

Deep Foundation:
The foundation constructed sufficiently below ground level with some artificial arrangements
such as piles, wells etc, at their base are called deep foundations. Deep foundation are further
classified into the following types;
1. Pile foundation
2. Well foundation
3. Caisson foundation

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Lecture 40
Earthwork
For various civil engineering projects like road work, irrigation canal project, tank survey, earth
moving, etc, the calculation method used are different. Some of these methods were introduced
before the invention of computers and are still being continued. This document discusses about
the industry practices of various methods of volume calculation so that the users can finally
choose the right one for their project.
Earthworks
Earthworks are engineering works created through the moving and/or processing of massive
quantities of soil or unformed rock. Earthwork is done to reconfigure the topography of a site to
achieve the design levels. Earthwork involves cutting and filling to achieve the required
topography.
Cutting
Cutting is the process of excavating earth material from a work location to achieve the desired
topography.
Filling
Filling is the process of moving the excavated material or additional earth material to a work
location to achieve the desired topography.
Applications of Earthwork
Typically, earthwork is done in the following projects:
Road works
Railways
Irrigation project such as canals and dams
Other common earthwork applications are land grading to reconfigure the topography of
a site, or to stabilize slopes
Trapezoidal Rule (End Area)
In trapezoidal method, each segment of the section is divided into various trapezoids and
triangles.
Trapezoidal Area A = 1/2 X a X (b1+b2)

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Triangle area A = a * b/2

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Bibliography
1. Khanna, S. K., & Justo, C. E. G. (1991). Highway engineering. Nem Chand & Bros.
2. Mathew, T.V., & Rao, K.V.K. (2007). Introduction to transportation engineeringNPTEL.

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