LECTURE NOTES

ON

Transportation Engineering

III B. Tech - VI Semester

Dr. S. PACHAIAPPAN

ASSISTANT PROFESSOR

Mr. D. M. V. Praneeth
Assistant Professor,

INSTITUTE OF AERONAUTICAL ENGINEERING

(Autonomous)
DUNDIGAL, HYDERABAD - 500 043

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 CONTENTS
UNIT1 HIGHWAY DEVELOPMENT AND PLANNING

Highway development in India

Necessity for highway planning
Different road development plans
Classification of roads
Road network patterns
Highway Alignment
Factors affecting alignment
Engineering surveys
Drawing and reports
Highway Project.

UNIT 2 HIGHWAY GEOMETRIC DESIGN

Importance of Geometric Design
Factors affecting highway geometric design
Design controls and Criteria-
Highway Cross Section Elements-
Sight Distance Elements-
Stopping sight Distance,
Overtaking Sight Distance
Intermediate Sight Distance
Design of Horizontal Alignment
Design of Super elevation
Extra widening
Design of Transition Curves
Design of Vertical alignment
Gradients-
Vertical curves

UNIT 3 TRAFFIC ENGINEERING AND REGULATION

Basic Parameters of Traffic
Volume, Speed and density
Traffic volume studies-Data collection and presentation
Speed studies –Data collection and presentation-
Origin and Destinations studies,
Parking Studies
On street and off-street parking
Road Accidents –
Causes and Preventive measures
Accident Data Recording
Condition Diagram and Collision Diagrams
Traffic Signs – Types and Specifications
Road markings-Need for Road Markings
Types of Road Markings-
Design of Traffic Signals- Webster method.

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UNIT 4 INTERSECTION DESIGN
Types of Intersections
Conflicts at Intersections
Requirements of At –Grade intersection-
Types of at-Grade Intersections-
Channelization -Traffic Islands
Types of Grade Separated Intersections
Rotary Intersection –concept of Rotary
Design factors of rotary
Advantages and limitations of rotary intersections.

UNIT 5 HIGHWAY MATERIAL, CONSTRUCTION ANDMAINTENANCE:

Highway material characterization
Sub grade soil
Stone aggregate
Bitumen materials
Construction of gravel road
Construction of water bound macadam road
Construction of bituminous pavements
Surface dressinNg
Bitumen bound macadam
Bituminous concrete
Construction of cement concrete pavements
Construction of joints in cement concrete pavements
Joint filter and seal
Pavement failures
Maintenance of highways
Highway Drainage.

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 UNIT 1
HIGHWAY DEVELOPMENT AND PLANNING

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 UNIT 1
HIGHWAY DEVELOPMENT AND PLANNING
Overview
Road transport is one of the most common modes of transport. Roads in the form of track ways,
human pathways etc. were used even from the pre-historic times. Since then many experiments
were going on to make the riding safe and comfort. Thus road construction became an inseparable
part of many civilizations and empires. In this chapter we will see the different generations of road
and their characteristic features. Also we will discuss about the highway planning in India.

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.

Ancient Roads

The earliest 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 next major mode
of transport was the use of animals for transporting both men and materials. Since these loaded
animals required more horizontal and vertical clearances than the walking man, track ways
emerged. The invention of wheel in Mesopotamian civilization led to the development of animal
drawn vehicles. Then it became necessary that the road surface should be capable of carrying
greater loads. Thus roads with harder surfaces emerged. To provide adequate strength to carry the
wheels, the new ways tended to follow the sunny drier side of a path. These have led to the
development of foot-paths. 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.

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. They were a remarkable achievement and
provided travel times across

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 2.7 m
Sloping Wearing Surface 5cm thick

Shoulder Slope 1:20

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_ ______________
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Side drain _
_
__
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Broken stones 8cm thick

Large foundation stones on edge17cm thick

Figure 1.1: French roads

Europe, Asia Minor, and North Africa. 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. Roman roads were always constructed on a ram - formed
sub grade strengthened where necessary with wooden piles. The roads were bordered on both sides
by longitudinal drains. The next step was the construction of the aggregate. 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. The aggregate
contributed greatly to moisture control in the pavement. The pavement structure on the top of the
aggregate varied greatly. In the case of heavy traffic, a surface course of large 250 mm thick
hexagonal ag stones were provided. A typical cross section of roman road is given in Figure 1:1 The
main features of the Roman roads are that they were built straight regardless of gradient and used
heavy foundation stones at the bottom. They 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.

2.2.3 French roads

The next major development in the road construction occurred during the regime of Napoleon. The
signi cant contributions were given by Tresaguet in 1764 and a typical cross section of this road is
given in Figure 1:2. 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

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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.

4.5 m
Cross slope

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_____________ _________________
__ _ ___________

__ _ _ _________________
__ _
_
_________________
_________
_
_________________
_________________
Side drain _________________
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_________________
_________________
_________________
_________________
_________________CompactedSubgradeslope1:36
50mm Broken Stones, 100mm thick
37.5mm Broken Stones, 100mm thick
Surface Course 20mm, 50mm thick

Figure 1:2: British roads

He gave much importance for drainage. He also enunciated the necessity for continuous organized
maintenance, instead of intermittent repairs if the roads were to be kept usable all times. For this he
divided the roads between villages into sections of such length that an entire road could be covered
by maintenance men living nearby.

2.2.4 British roads

The British government also gave importance to road construction. The British engineer John
Macadam introduced what can be considered as the best 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 and stiffness and a better running surface than an expensive pavement founded on large
stone blocks. Thus he introduced an economical method of road construction.
The mechanical interlock between the individual stone pieces provided strength and stiffness to
the course. But the inter particle friction abraded the sharp interlocking faces and partly destroy the
e activeness’ of the course. This was overcome by introducing good quality interstitial ner material
to produce a well-graded mix. Such mixes also proved less permeable and easier to compact. A
typical cross section of British roads is given in Figure 1:2.

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. Various advanced and cost-effective
construction technologies are used. Development of new equipments helps in the faster construction
of roads. Many easily and locally available materials are tested in the laboratories and then

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implemented on roads for making economical and durable pavements.
Scope of transportation system has developed very largely. Population of the country is
increasing day by day. The life style of people began to change. The need for travel to various
places at faster speeds also increased. This increasing demand led to the emergence of other modes
of transportation like railways and travel by air. While the above development in public transport
sector was taking place, the development in private transport was at a much faster rate mainly
because of its advantages like accessibility, privacy, flexibility, convenience and comfort. This led
to the increase in vehicular traffic especially in private transport network. Thus road space available
was becoming insufficient to meet the growing demand of traffic and congestion started. In
addition, chances for accidents also increased. This has led to the increased attention towards
control of vehicles so that the transport infrastructure was optimally used. Various control measures
like traffic signals, providing roundabouts and medians, limiting the speed of vehicle at specific
zones etc. were implemented.
With the advancement of better roads and efficient control, more and more investments were
made in the road sector especially after the World wars. These were large projects requiring large
investment. For optimal utilization of funds, one should know the travel pattern and travel behavior.
This has led to the emergence of transportation planning and demand management.

2.3 Highway planning in India

Excavations in the sites of Indus valley, Mohenjo-Daro and Harappa civilizations revealed the
existence of planned roads in India as old as 2500-3500 BC. The Mauryan kings also built very
good roads. Ancient books like Arthashastra written by Kautilya, a great administrator of the
Mauryan times, contained rules for regulating track, depths of roads for various purposes, and
punishments for obstructing traffic.
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.
After the fall of the Mughals and at the beginning of British rule, many existing roads were
improved. The construction of Grand-Trunk road connecting North and South is a major
contribution of the British. However, the focus was later shifted to railways, except for feeder roads
to important stations.

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.

Jayakar Committee
In 1927 Jayakar committee for Indian road development was appointed. The major

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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 within 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.

INTRODUCTION TO HIGHWAY ENGINEERING

A dedicated research organization should be constituted to carry out research and development
work. This resulted in the formation of Central Road Research Institute (CRRI) in 1950.

Nagpur road congress 1943

The Second World War saw a rapid growth in road traffic and this led to the deterioration in the
condition of roads. To discuss about improving the condition of roads, the government convened a
conference of chief engineers of provinces at Nagpur in 1943. The result of the conference is
famous as the Nagpur plan.

A twenty year development programme for the period (1943-1963) was finalized. It was the
first attempt to prepare a co-ordinate road development programme in a planned manner.

The roads were divided into five 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 recommended the construction of star and grid pattern of roads throughout the country.

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 One of the objectives 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. The changed economic, industrial and agricultural
conditions in the country warranted a review of the Nagpur plan. 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. Scientific methods of construction were proposed
for the rural roads. The necessary technical advice to the Panchayaths should be given by State
PWD's.

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.

Luck now road congress 1984

This plan has been prepared keeping in view the growth pattern envisaged in various elds by the
turn of the century. 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.

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