Designing Highway
Designing Highway
Designing Highway
HIGHWAY
PRESENTED BY:
AMADOR, LEVI JOHN
DE JURAS, JOVEE
LEGASPI, PRINCESS ESPERANZA
PAELMO, GERARD DOMINIQUE
CONSISTENCY TESTS
Objectives:
• To be able to determine the Kinematic Viscosity and Absolute Viscosity
• To identify how the penetration test affects bituminous materials and
• To determine the Softening Point of bituminous materials
Objectives:
• To be able to select a design speed appropriate to assure that road users can
travel their desired speeds for the specific facility.
Design speed – Typically ranges from 15 to 75 mph (20 to 120km/hr), and the
intermediate values are chosen in increments of 5mph (10km/hr). A constant
design speed should be used in the design of a highway of substantial length
to assure consistency of roadway features. Changes in terrain or other
conditions dictate a change in design speed, such change should be made over
a sufficient distance to permit drivers to change speed gradually.
FACTORS THAT DETERMINE THE SELECTION OF DESIGN SPEED:
Objectives:
• To be able to learn about Roadway design and its components
• To be able to learn about Roadside design
1. Number of lanes
2. Passing lanes
3. Parking lanes
• 4. Median treatment
• 5. Bicycle and pedestrian facilities
• 6. Curb and gutter
ROADSIDE DESIGN
• In view hereof, in order to standardize the design and location of shoulder paving along
national roads and to ensure road traffic safety for both the motorists and pedestrians, the
following guidelines are hereby prescribed:
1. Paving of shoulder shall have a minimum width of 1.50 meters. For existing shoulder
having a width equivalent to one (1) full lane (3.05 meters or greater), the improvement
shall be considered as road widening designed as part of carriageway and should be
provided with shoulder or sidewalk.
2. The surfacing of shoulder shall be either 230 mm thick concrete or 75 mm thick asphalt
for arterial national roads and 150 mm thick concrete or 50 mm thick asphalt for
secondary national roads. To provide proper delineation and to clearly distinguish the
shoulder from the carriageway, edge line pavement markings should be applied.
CUT OR FILL SLOPE
There are at least two types of cut, sidehill cut and through cut.
• Sidehill cut permits passage of a transportation route alongside of, or
around a hill, where the slope is transverse to the roadway or the
railway.
• Through cuts, where the adjacent grade is higher on both sides of the
route, require removal of material from the area since it cannot be
dumped alongside the route.
SIDEHILL CUT
THROUGH CUT
CROSS SLOPE
• A traffic island is a solid or painted object in a road that channels traffic. It can also
be a narrow strip of island between roads that intersect at an acute angle. If the
island uses road markings only, without physical obstructions, it is called a painted
island.
• Traffic islands can be used to reduce the speed of cars driving through,[1] or to
provide a central refuge to pedestrians crossing the road.
• When traffic islands are longer, they are instead called traffic medians, a strip in the
middle of a road, serving the divider function over a much longer distance.
CLASSIFICATION OF TRAFFIC ISLANDS
• Divisional Island: These are used along the roads. These are
elongated structures which can be considered as median or divider but
used for the traffic moving in the same direction. These also provide
slip roads which are meant to bypass the traffic signal for straight
moving vehicles. These are not meant to aid turning but helps in
orderly movement of vehicles and might form a part of channelizing
island which further assist in reducing conflict points.
CLASSIFICATION OF TRAFFIC ISLANDS
• Refuge Island: These are large in size and are meant for pedestrians
rather than the vehicles. These are provided to serve as a safe zones
for walkers. These are raised structures large enough for a person or a
group of people to stand. These can be located on a mid section of a
road at point of pedestrian crossing as these provide a safe and raised
surface where driver can see them and remain alert.
OUTLINE
•Alignment
•Profile
•Cross section
ALIGNMENT
• We = Wm + Wps
• We = nl^2/ 2R + V/ [9.5R^(1/2)]
• Here, n = number of traffic lanes
• l = Length of the wheel base
• V= Design speed in kmph
• R = Radius of the horizontal curve in m
REFERENCES
• https://www.thepassionateseeker.com/basic-principles-of-road-alignment/
• https://www.slideshare.net/njornor/designing-the-highway-2
• https://www.google.com/search?q=Maximum+grade+table+highway+engine
ering&tbm=isch&source=iu&ictx=1&fir=nJOY49FtGk7OUM%253A%252Cb2hV9r
3iCviMhM%252C_&vet=1&usg=AI4_-kS8DXxJ1C-014mSIvcKA-Gm7sFNRg&sa=X&v
ed=2ahUKEwj1rbmrx5bjAhVaFogKHfp_BLQQ9QEwBHoECAUQDA#imgrc=nJOY49FtG
k7OUM
:
• https://www.google.com/ search?tbm=isch&sa
=1&ei=snkbXfrNM4-_wAPs8KLADA&q= Grade+Line&oq=Grade+Line&gs_l
=img.3..0l4j0i5i30l6.12484.14492..15232...0.0..0.658.3136.0j3j3j0j3j1......0.
...1..gws-wiz-img.......0i67.ZTHtVIMWw3c#imgrc=9EUhOAiOWd6FLM
:
• http://transportationengineering2012onwards.blogspot.com/2013/08/widening-of
OBJECTIVES
• Uncontrolled intersections
• Yield-controlled intersections
• Stop-controlled
• Signal-controlled
UNCONTROLLED INTERSECTIONS