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handbook on highway design, Study Guides, Projects, Research of Transportation Engineering

Handbook on highway design, right of way requirements, design speed, volume etc, hierarchy of roads

Typology: Study Guides, Projects, Research

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JSS Mahavidyapeetha
Sri Jayachamarajendra College Of Engineering
Mysuru – 570 006
HIGHWAY ENGINEERING
DESIGN DATA HAND BOOK
(Geometric Design and Pavement Design)
Compiled By
Dr. P. Nanjundaswamy
Professor of Civil Engineering
DEP AR T M E N T O F C I V I L E N G I N E E R I N G
2015
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JSS Mahavidyapeetha

Sri Jayachamarajendra College Of Engineering

Mysuru – 570 006

HIGHWAY ENGINEERING

DESIGN DATA HAND BOOK

(Geometric Design and Pavement Design)

Compiled By

Dr. P. Nanjundaswamy

Professor of Civil Engineering

DEP AR TMEN T OF CIVIL ENGINEERING

CONTENTS

1. GEOMETRIC DESIGN STANDARDS FOR NON-URBAN HIGHWAYS (IRC: 73-1980)

1.1 CLASSIFICATION OF NON-URBAN ROADS

Non-urban roads in India are classified into following five categories based on location and

function according to Nagpur road plan:

 National Highways (NH)  State Highways (SH)  Major District Roads (MDR)  Other District Roads (ODR)  Village Roads (VR)

Present system follows modified classification system as per third 20-year road

development plan. The roads are now classified into following three classes, for the

purpose of transport planning, functional identification, earmarking administrative

jurisdictions and assigning priorities on a road network:

 Primary system o Expressways and National Highways (NH)  Secondary system o State Highways (SH) and Major District Roads (MDR)  Tertiary system (Rural Roads) o Other District Roads (ODR) and Village Roads (VR)

1.2 TERRAIN CLASSIFICATION

Table 1.1 Classification of terrains Terrain Classification Cross slope of the country (%) Plain 0 – 10 Rolling 10 – 25 Mountainous 25 – 60 Steep > 60

1.3 DESIGN SPEED

Table 1.2 Design Speeds on Non-urban Roads

Road Classification

Design Speed (km/h) Plain Rolling Mountainous Steep Ruling Min Ruling Min Ruling Min Ruling Min Expressways 120 100 100 80 80 60 80 60 NH and SH 100 80 80 65 50 40 40 30 MDR 80 65 65 50 40 30 30 20 ODR 65 50 50 40 30 25 25 20 VR 50 40 40 35 25 20 25 20

1.4 CROSS SECTION ELEMENTS

1.4.1 Cross Slope or Camber

Table 1.3 Recommended values of camber for different types of road surfaces Sl No Types of Road Surface Range of Camber in areas of Heavy rainfall Light rainfall 1 Cement concrete and high type bituminous surface 1 in 50 (2.0%) 1 in 60 (1.7%) 2 Thin bituminous surface 1 in 40 (2.5%) 1 in 50 (2.0%) 3 Water bound macadam and gravel pavement 1 in 33 (3.0%) 1 in 40 (2.5%) 4 Earth Road 1 in 25 (4.0%) 1 in 33 (3.0%)

1.4.2 Width of Pavement or Carriageway

Table 1.4 Recommended values for width of carriageway Sl No Class of Road^ Width of Carriageway (m) 1 Single lane 3. 2 Two lanes, without raised kerbs 7. 3 Two lanes, with raised kerbs 7. 4 Intermediate carriageway (except on important roads) 5. 5 Multi-lane pavements 3.5 m per lane Notes:  The lane width of Expressways is 3.75 m in plain and rolling terrains and 3.5 m in mountainous terrian  The width of single lane for village roads may be decreased to 3.0 m  On urban roads without kerbs the single lane width may be decreased to 3.5 m and in access roads to residential areas to 3.0 m  The minimum width recommended for kerbed urban road is 5.5 m

1.4.3 Width of Roadway or Formation

Table 1.5 Recommended values for width of roadway of various classes of roads

Sl No Road Classification

Roadway width (m) Plain & Rolling terrain

Mountainous & Steep terrain

1

National & State Highways a. Single Lane b. Two Lane

Major District Roads a. Single Lane b. Two Lane

Other District Roads a. Single Lane b. Two Lane

4 Village Roads – single lane 7.5 4.

= Design speed or Speed of overtaking vehicle (m/s) = Speed of overtaken vehicle (m/s) = Reaction time of driver (s) (2.0 seconds as per IRC guidelines) = Time taken for overtaking operation (s) = The minimum spacing between vehicles (m) ∗^ = Design speed or Speed of overtaking vehicle (km/h) ^ ∗^ = Speed of overtaken vehicle (km/h) = Average acceleration during overtaking (m/s^2 )

Table 1.9 Maximum overtaking acceleration at different speeds Speed (km/h) 25 30 40 50 65 80 100 Max overtaking Acc

(kmph/s) 5.00 4.80 4.45 4.00 3.28 2.56 1. (m/s^2 ) 1.41 1.30 1.24 1.11 0.92 0.72 0.

Table 1.10 Overtaking Sight Distance on two-lane highways for different speeds Speed (km/h) 40 50 60 65 80 100 SSD (m) 165 235 300 340 470 640

Note:  = + for one-way roads  = + + for two-way roads  Intermediate Sight Distance (ISD) = 2 SSD  Head Light Distance (HSD) = SSD

1.6 HORIZONTAL ALIGNMENT

1.6.1 Superelevation (e)

= Rate of superelevation = Design value of transverse or lateral friction coefficient (0.15 as per IRC guidelines) = Design speed vehicle (m/s) (^) = Radius of the horizontal curve (m) = Acceleration due to gravity = 9.8 m/s 2

Maximum Superelevation

In order to account for mixed traffic conditions in India, IRC has defined the maximum limit of superelevation ( ) as given in Table 1.

Table 1.11 Recommended maximum limit of superelevation 7 % - Plain and rolling terrains and in snow bound areas 10 % - Hill roads not bound by snow 4 % - Urban road stretches with frequent intersections

Minimum Superelevation

From drainage considerations it is necessary to have a minimum cross slope to drain off the

surface water. If the design superelevation works out to be less than the camber of the

road surface, then the minimum superelevation to be provided on horizontal curve may be limited to the camber of the surface. Thus, after elimination of the crown a uniform cross

slope equal to the camber is maintained from outer to inner edge of pavement at the

circular curve.

In very flat curves with large radius, the normal cambered section may be retained on the

curves. However, in such cases, a check is performed for negative superelevation against

allowable lateral friction coefficient.

The IRC recommendation giving the radii of horizontal curves beyond which normal

cambered section may be maintained and no superelevation is required at horizontal

curves, are presented in Table 1.12, for various design speeds and rates of cross slope.

Table 1.12 Recommended radii beyond which superelevation is not required Design Speed (km/h)

Radius (m) of horizontal curve for camber of 4% 3% 2.5% 2% 1.7% 20 50 60 70 90 100 25 70 90 110 140 150 30 100 130 160 200 240 35 140 180 220 270 320 40 180 240 280 350 420 50 280 370 450 550 650 60 470 620 750 950 1100 80 700 950 1100 1400 1700 100 1100 1500 1800 2200 1600

Design of Superelevation (as per IRC guidelines)

 The superelevation is calculated for 75% of design speed neglecting the friction

 If the calculated value of ‘e’ is less than the specified maximum limit of superelevation

( ) the value so obtained is considered as design value of superelevation.

 If the calculated value of ‘e’ exceeds then is considered as design value of

superelevation and developed lateral friction coefficient is verified at the full value of design speed.

1.6.3 Horizontal Transition Curves

Length of Transition Curve ( )

A. Rate of Change of Centrifugal Acceleration

(1.8a)

[ 0. 5 ≤ ≤ 0. 8 ] (1.8b)

B. Rate of Introduction of Superelevation

(1.9a)

= = ( + (^) ) ℎ (1.9b)

C. Empirical formula

(1.10a)

(1.10b)

= Design speed (m/s) =^ Rate of change of centrifugal acceleration (m/s^3 ) = Radius of horizontal curve (m) ∗^ = Design speed (km/h)

= Rate at which superelevation is introduced (150 – Normal, 100 – Built up areas and 60 – Hill roads) = Amount of Superelevation or Total raising of pavement (m) = Rate of superelevation =^ Width of pavement (m) (^) = Extra width of pavement (m)

Note: Shift of transition curve is given by =

1.6.4 Set-back Distance on Horizontal Curves (m’)

When ≥

^ = − ( − )

(1.11a)

2 ( − )^

(1.11b)

When <

^ = − ( − )

(1.12a)

2 ( − )^

(1.12b)

= Length of the Curve (m) = Sight Distance (m) (either SSD or OSD or ISD) = Radius of horizontal curve (m) = Distance between centerline of road to centerline of inside lane (m) =^ Angle subtended at the center of horizontal curve (degrees)

1.7 Vertical Alignment

1.7.1 Gradient

Table 1.14 Gradients for roads in different terrains

Type of terrain Ruling gradient

Limiting gradient

Exceptional gradient

Plain or Rolling

(1 in 30)

(1 in 20)

(1 in 15)

Mountainous terrain and steep terrain having elevation more than 3000 m above MSL

(1 in 20)

(1 in 16.7)

(1 in 14.3)

steep terrain up to 3000 m height above MSL

(1 in 16.7)

(1 in 14.3)

(1 in 12.5)

2. DESIGN OF FLEXIBLE PAVEMENTS (IRC : 37-2001)

2.1 DESIGN TRAFFIC

The design traffic is considered in terms of cumulative number of standard axles (in the lane

carrying maximum traffic) to be carried during the design life of pavement using

[( + )^ − ]

∗ ∗ ∗ (2.1 a)

N The cumulative number of standard axles to be catered for in the design life in terms of msa A Initial traffic in the year of completion of construction in terms of the number of commercial vehicles per day D Lane distribution factor F Vehicle damage factor n Design life in years r Annual growth rate of commercial vehicles

The traffic in the year of completion is estimated using

= ( + )^ (2.1 b) P Number of commercial vehicles as per last count x Number of years between the last count and the year of completion of construction

2.2 TRAFFIC GROWTH RATE

Traffic growth rates should be estimated

by studying the past trends of traffic growth, and

by establishing econometric models, as per the procedure outlined in IRC: “Guidelines for traffic prediction on rural highways”.

If adequate data is not available, it is recommended that an average annual growth rate of

7.5 percent may be adopted.

2.3 DESIGN LIFE

For the design of pavement, the design life is defined in terms of the cumulative number of

standard axles that can be carried before strengthening of pavement is necessary.

It is recommended that pavements for National Highways (NH) and State Highways (SH)

should be design for a life of 15 years. Expressways and Urban roads nay be designed for a

longer life of 20 years. For other categories of roads, a design life of 10 to 15 years may be

adopted.

2.4 VEHICLE DAMAGE FACTOR

  • (^)

  • (^)

  • … … (^) + (^) + (^) + … …

(2.2 a)

(2.2 b)

(2.2 c)

Standard Axle Load Single Axle : 8160 kg Tandem Axle : 14968 kg

Where sufficient information on axle loads is not available and project does not warrant

conducting an axle load survey, the indicative values of vehicle damage factor as given

below may be used.

Table 2.1 Indicative VDF Values (Table 1 of IRC:37-2001) Initial traffic volume (CVPD)

Terrain Rolling/Plain Hilly 0-150 1.5 0. 150-1500 3.5 1. More than 1500 4.5 2.

2.5 DISTRIBUTION OF COMMERCIAL TRAFFIC OVER THE CARRIAGEWAY

In the absence of adequate and conclusive data for Indian conditions, it is recommended to

assume the following distribution.

Table 2.2 Indicative Lane Distribution Values

No. of Traffic lanes in two directions

Percentage of trucks in Design Lane

Undivided Roads (Single Carriageway)

Divided Roads (Dual Carriageway)

1 100 100

2 75 75

3 ---- 60

4 40 45

= . ^ ^

.

. (2.3)

N (^) f Allowable number of load repetitions to produce 20% cracked surface area εt Tensile strain at the bottom of surface layer (micro strain) E Elastic modulus of bituminous surfacing (MPa)

Rutting Criteria:

The allowable number of load repetitions to control permanent deformation can be

expressed as

= . ^ ^

Nr Allowable number of load repetitions to produce rutting of 20 mm εz Vertical subgrade strain (micro strain)

Standard axle load considered is 80 kN. One dual wheel set with a wheel load of 20kN, center-to-center tyre spacing of 310 mm and tyre pressure of 0.56 MPa is considered for

analysis.

2.8 DESIGN CHARTS AND CATALOGUE

Based on the performance of existing designs and using analytical approach, simple design

charts (Figure 2.2 and 2.3) and a catalogue of pavement designs are added in the code. The

pavement designs are given for subgrade CBR values ranging from 2% to 10% and design

traffic ranging from 1 msa to 150 msa for an average annual pavement temperature of 35 C. The later thicknesses obtained from the analysis have been slightly modified to adapt the

designs to stage construction. Using the following simple input parameters, appropriate

designs could be chosen for the given traffic and soil strength:

 Design traffic in terms of cumulative number of standard axles; and  CBR value of subgrade.

The designs relate to ten levels of design traffic 1, 2, 3, 4, 5, 10, 20, 30, 50, 100 and 150 msa. For intermediate traffic ranges, the pavement layer thickness may be interpolated linearly.

For traffic exceeding 150 msa, the pavement design appropriate to 150 msa may be chosen

and further strengthening carried out to extend the life at appropriate time based on

pavement deflection measurements as per IRC : 81.

Figure 2.2 : Pavement Thickness Design Chart for Traffic 1-10 msa

Figure 2.3 : Pavement Thickness Design Chart for Traffic 10-150 msa

Pavement Design Catalogue

Cumulative Traffic (msa)

Total Pavement Thickness (mm)

PAVEMENT COMPOSITION (mm) Bituminous Surfacing Granular Base

Granular Wearing Sub-base Course

Binder Course CBR 5% 1 430 20 PC ------ 225 205 2 490 20 PC 50 BM 225 215 3 530 20 PC 50 BM 250 230 5 580 25 SDBC 55 DBM 250 250 10 660 40 BC 70 DBM

20 690 40 BC 100 DBM

30 710 40 BC 120 DBM

50 730 40 BC 140 DBM

100 750 50 BC 150 DBM

150 770 50 BC 170 DBM

CBR 6 % 1 390 20 PC ------ 225 165 2 450 20 PC 50 BM 225 175 3 490 20 PC 50 BM 250 190 5 535 25 SDBC 50 DBM 250 210 10 615 40 BC 65 DBM

20 640 40 BC 90 DBM

30 655 40 BC 105 DBM

50 675 40 BC 125 DBM

100 700 50 BC 140 DBM

150 720 50 BC 160 DBM

CBR 7% 1 375 20 PC ------ 225 150 2 425 20 PC 50 BM 225 150 3 460 20 PC 50 BM 250 160 5 505 25 SDBC 50 DBM 250 180 10 580 40 BC 60 DBM

20 610 40 BC 90 DBM

30 630 40 BC 110 DBM

50 650 40 BC 130 DBM

100 675 50 BC 145 DBM

150 695 50 BC 165 DBM

Pavement Design Catalogue

Cumulative Traffic (msa)

Total Pavement Thickness (mm)

PAVEMENT COMPOSITION (mm) Bituminous Surfacing Granular Base

Granular Wearing Sub-base Course

Binder Course CBR 8% 1 375 20 PC ------ 225 150 2 425 20 PC 50 BM 225 150 3 450 20 PC 50 BM 250 150 5 475 25 SDBC 50 DBM 250 150 10 550 40 BC 60 DBM

20 575 40 BC 85 DBM

30 590 40 BC 100 DBM

50 610 40 BC 120 DBM

100 640 50 BC 140 DBM

150 660 50 BC 160 DBM

CBR 9% 1 375 20 PC ------ 225 150 2 425 20 PC 50 BM 225 150 3 450 20 PC 50 BM 250 150 5 475 25 SDBC 50 DBM 250 150 10 540 40 BC 50 DBM

20 570 40 BC 80 DBM

30 585 40 BC 95 DBM

50 605 40 BC 115 DBM

100 635 50 BC 135 DBM

150 655 50 BC 155 DBM

CBR 10 % 1 375 20 PC ------ 225 150 2 425 20 PC 50 BM 225 150 3 450 20 PC 50 BM 250 150 5 475 25 SDBC 50 DBM 250 150 10 540 40 BC 50 DBM

20 565 40 BC 75 DBM

30 580 40 BC 90 DBM

50 600 40 BC 110 DBM

100 630 50 BC 130 DBM

150 650 50 BC 150 DBM