Proposed and designed a preliminary highway route. Illustrated all the topographical features of the site. Designed horizontal and vertical curves. Analyzed to check if the design satisfied all the AASHTO Greenbook criteria.

1.
GEOMETRIC DESIGN OF PROPOSED HIGHWAY
PROJECT REPORT
Submitted by
AHMED TOWFEEQULLAH SIDDIQUI
(247935)
&
MOHAMMED SHOAIB
(248509)
DEPARTMENT OF CIVIL ENGINEERING & CONSTRUCTION
BRADLEY UNIVERSITY
PEORIA, IL

2.
TABLE OF CONTENTS
 LOCATION MAP
 BACKGROUND AND SPECIFICATIONS
 ALTERNATIVE ROUTES
 SCREENING OF ALTERNATIVE ROUTES
 HORIZONTAL ALIGNMENT
 HORIZONTAL CURVE COMPUTATIONS
 PROFILE (VERTICAL ALIGNMENT)
 VERTICAL CURVE COMPUTATIONS
 CROSS SECTIONS

3.
LOCATION MAP
The location map indicates the topographic features in the area of the route and
selected end points where connections with the existing roads are to be made.
Obviously, the route cannot be indicated until the preliminary design has been
completed.
In addition, it is usually important that the location map be properly
identified with regard to state, country, municipal, and other jurisdictional
boundaries, (including federal) agencies and other interests. In practice, it would
also be usual to relate the proposed highway to the regional highway network.

4.
8 1 9
9 0 0
1000
950
900
850
8 5 2
E
A
B
1
1 0 1 1
9 4 0
850
E n d p o in t
E
B E G IN N I N G P O IN T
810
810
B
19 9 5
1 0 0 0
850
840
9 7 0
830
840ABONDONEDROAD
800
800
790
790
780
780
Specified end points of proposed highway
Beginning point – B
End point ‐ 1
DRAWING NO: Figure
Title: LOCATION OF PROPOSED HIGHWAY
SCALE (S) : As shown

5.
BACKGROUND AND SPECIFICATIONS
This section provides the basic information which the designer relies upon to
select the routes and undertake the design. The information should be clearly
stated also because it informs others about the base guidelines and assumptions
that have affected the outcome. These guidelines and assumptions may be the
subject of future policy changes resulting from the review of the preliminary
design but typically do not change during the preliminary design process.
In this project the background and specifications are presented in the
following pages:
 Introduction and Background:
The preliminary route selection and design of the proposed highway is intended to exist in
exploring the cost and land use implications of connecting North road with Southwest Road at
points B and 1 respectively, shown on the location map. Tentative analysis of future traffic
levels has been made, including consideration of potential use of the state reservation as an
environmental research area, with possible public access.
 Objectives:
In accordance with above background, it is required to conduct a preliminary route selection
and design for a 2 lane highway in accordance with AASHTO “Rural collector” highway design
standards. Two alternative routes initially investigated. However, only one Route is to be
selected for the design process, immediately following a brief screening of both routes.
 Design policy:
In addition to Using the AASHTO policy on geometric design for “rural collector” highway as
basic design guidelines, several more specific guidelines has been defined within the IDOT and
general policy, resulting from examination or the environs of highway and its likely uses. The
traffic control devices should be provided in accordance with the latest version of MUTCD and
local regulations.

6.
 Design designation:
Classification =Rural Collector
Design speed =40mph
ADT (current year) =0
ADT (future year) =4000
K =10%
D =60%
T =2%
 Design Controls:
Design speed, V =40mph
Super elevation rate, e(max) =6%
Minimum Radius for above V and E =485 ft
(Also satisfies stopping sight dist. Requirements for horizontal curves)
Maximum grade, except at intersections =6%
Minimum grade (All locations) =0.5%
Maximum Vertical curve K value, drainage criteria =167
Design vehicle =WB‐50
 Intersection Geometrics:
Horizontal intersection of proposed route with existing highway should be a minimum
of 100ft tangent segment as close to 90°as possible to the existing highway, but within
the range of 75° to 105°.
Maximum grade (+ or ‐) within 100ft of intersection
 Lane Requirements:
Two lanes are minimum number of lanes for an adequate design. Therefore, the
highway will comprise 2‐12ft lanes with 8ft shoulders.

7.
ALTERNATIVE ROUTE
From the examination of the contours and terrain, two possible routes, A and
B, were defined, as shown in the figure. In the plan view of these routes, the
curves have been shown to conform with the minimum required radius. In the
profiles shown in figure, both alternatives comply with the required controls, and
Route A is approximately 403ft longer than B. (fig)
819
900
1000
950
900
850
852
E
A
B
1
1011
940
850
End point
E
B E G IN N IN G PO IN T
810
810
B
1995
1000
850
840
970
830
840ABONDONEDROAD
800
800
790
790
780
780
ROUTE B
ROUTEA
DRAWING NO: Figure
Title: ALTERNATIVE ROUTES A & B
SCALE (S) : As shown

8.
ROUTE‐A
Elevations Cummulative Distance
845 0
840 255.73
830 389.33
820 539.11
810 677.67
800 852
790 1104.8
780 1258.79
770 1444.2
780 1545.45
790 1629.51
800 1724.94
810 1900.14
820 2048.71
830 2116.51
840 2539.42
850 2645.84
860 2970.87
870 3126.49
880 3299.36
890 3409.6
900 3708.97
910 3846.4
920 4032.08
930 4219.95
940 4407.03
950 4559.27
960 4689.71
970 4826.07
980 4930.36
990 5068.12
995 5322.29

9.
ROUTE A

10.
ROUTE‐B
(DESIGN ROUTE)
Elevations Cummulative Distance
845 0
840 336.49
830 529.73
820 727.16
810 938.87
810 1121.88
820 1233.39
830 1781.54
830 2312.28
820 2417.28
830 2510.67
840 2588.7
850 2717.04
860 2816.56
870 2907.1
880 3111.91
890 3255.83
900 3295.93
910 3423.04
920 3599.98
930 3749.73
940 3869.29
950 3952.76
960 4116.65
970 4350.79
980 4528.06
990 4735.71
1000 4919.92

12.
SCREENING OF ALTERNATIVES
Examination of the profiles of Routes A and B, shown in figure , indicates that
both Routes A and B could provide a vertical profile which would conform with
the gradient and depth of cut and fill but that Route A requires excessive uphill
haul. For this and other reasons indicated in the summary screening process
shown in the figure, Route B is the one selected for technical feasibility.
SCREEN EVALUATION
S No. CRITERIA
ROUTE A ROUTE B
1
Length of Route 5322.29 ft 4919 FT
2
Conformance with
design controls
Full conformance
3
Cut and fill balance There is an even balance
Excessive cutting is
required
4
Need for bridges or
special structures
None None
5 Environmental impacts No obvious Environmental impacts
Excessive cut & fill
will lead to
environmental
impacts.
6
Potential high cost
items
None
Excessive hauling
& digging costs
involved
7
Haul direction Satisfactory
Excessive uphill
hauling.
CONCLUSIONS: Route‐A is longer than Route‐B, but Route B requires excessive
uphill haul and need to dispose of considerable earthwork off the site.
PROCEEDING WITH THE ROUTE‐A FOR ANALYSIS PURPOSES.

13.
HORIZONTAL ALIGNMENT
The horizontal alignment can be developed for alternative B and the relevant
dimensions and angles computed and checked. The development of tangent and
curve distances may then be converted to stations and an estimate of the
traverse closure made to ensure that no gross errors have been made in the
scaling of distances and angles. As well as the dimensions of each of the tangent
and curve segments of the proposed highway, the stations are computed for
points along the centerline of the route.
Care must be taken to define clearly the location of the beginning and end
points of the proposed route, in this case assumed to be the centerlines of the
existing highways. Each curve radius is checked for compliance with the minimum
allowable radius of 485ft (According to BDE manual).
During this preliminary design stage for this class of highway, no attempt has
been made to illustrate the use of transition curves, however, the superelevation
curve has been designed and calculated and shown on drawings.

14.
STA1+00
STA2+00
STA3+00
STA4+00
STA5+00
STA6+00
STA7+00
STA8+00
STA9+00
STA10+00
STA11+00
STA12+00
STA13+00
STA14+00
STA15+00
STA16+00
STA17+00
STA18+00
STA19+00
STA20+00
STA21+00STA22+00STA
23+00
STA
24+00STA
25+00
STA
26+00
STA
27+00
STA
28+00
STA
29+00
STA
30+00
STA
31+00
STA
32+00
STA
33+00
STA
34+00
STA
35+00
STA
36+00
STA
37+00
STA
38+00
STA
39+00
STA
40+00
STA
41+00
STA
42+00
STA
43+00
STA
44+00
STA 45+00
STA 46+00
STA 47+00
STA 48+00
STA 49+00
STA 50+00
STA 51+00
STA 53+22.29
STA 53+00
STA 52+00
434.7621
849.4409
660.7152
STA0+00
CURVE #1
CURVE #2
CURVE#3
81.1156°
41.5167°
63.0936°
DRAWING NO: Figure
Title: HORIZONTAL ALIGNMENT PROPOSED
CENTRELINE
SCALE (S) : As shown

15.
DRAWING NO: Figure
Title: HORIZONTAL TOPO
SCALE (S) : As shown

16.
DRAWING NO: Figure
Title: HORIZONTAL CURVE 1
SCALE (S) : As shown

17.
DRAWING NO: Figure
Title: HORIZONTAL CURVE 2
SCALE (S) : NA

18.
DRAWING NO: Figure
Title: HORIZONTAL CURVE 3
SCALE (S) : NA

19.
CURVE#1 CURVE#2 CURVE#3
PC= 6+12.13 PC= 13+42.15 PC= 42+61.18
PT= 10+46.89 PT= 21+91.59 PT= 49+21.89
R=600 R=600 R=600
Rmin= v^2
15(e+fs)
Rmin= 40^2 =485ft
15(0.06+fs)
Rmin= v^2
15(e+fs)
Rmin= 40^2 =485ft
15(0.06+fs)
Rmin= v^2
15(e+fs)
Rmin= 40^2 =485ft
15(0.06+fs)
D= 5729.58 = 9.54°
600
D= 5729.58 = 9.54°
600
D= 5729.58 = 9.54°
600
Δ=L*D
100
Δ=434.76*9.54 =41.47°
100
Δ=L*D
100
Δ=849.44*9.54 =81.036°
100
Δ=L*D
100
Δ=660.71*9.54 =63.03°
100
T= Rtan (Δ/2)
T= 600tan (41.47/2) = 230.31’
T= Rtan (Δ/2)
T= 600tan (81.03/2) = 512.44’
T= Rtan (Δ/2)
T= 600tan (63.03/2) = 367.68’
M= R (1‐cos (Δ/2))
M= 600(1‐cos (41.47/2))
M=22.84’
M= R (1‐cos (Δ/2))
M= 600(1‐cos (81.03/2))
M=22.91’
M= R (1‐cos (Δ/2))
M=600(1‐cos (63.03/2))
M=22.68’
E=R (sec (Δ/2))
E=600(sec (41.47/2))
E=42.68’
E=R (sec (Δ/2))
E=600(sec (81.03/2))
E=189.05’
E=R (sec (Δ/2))
E=600(sec (63.03/2))
E=103.69’
C=2RSin (Δ/2)
C=2*600Sin (41.47/2)
C=424.85’
C=2RSin (Δ/2)
C=2*600Sin (81.036/2)
C=779.624’
C=2RSin (Δ/2)
C=2*600Sin (63.03/2)
C=627.26’
Station Chord Cummulative Angle
PC = 6+12.13 0 0
7+00 88.72 4.24°
8+00 101.04 9.07°
9+00 101.04 13.9°
10+00 101.04 18.73°
PT= 10+46.89 46.89 20.99° (D/2=21°)
DRAWING NO. :
Title : HORIZONTAL CURVE 1,2 & 3 CALCULATION

20.
SUPER ELEVATION TRANSITION LENGTH (SETL)
Curve 1
SUPER ELEVATION TRANSITION LENGTH (SETL):‐
Lr = (w*n1)ed*bw
Δ
ed = 5.8%
Lr = (12*1)5.8*1 = 120’
0.58
Lr = 120’
Nc = 1.5
Lt = (Nc/ ed)* Lr
Lt = (1.5/ 5.8)* 120 =31.03’
Lt = 31.03’
SETL=151.03
I. Start of Tangent Runout:
12+30.72
II. Start of Super elevation Runoff:
12+61.75
III. Point at which Design Super elevation is attained:
13+81.75
IV. Last Point of Full Design Super elevation:
21+51.4
V. End of Super elevation Runoff:
22+71.99
VI. End of Tangent Runout:
23+03.02

21.
VERTICAL ALIGNMENT
Based upon the horizontal alignment established earlier and incorporating any
modifications to it, the profile at the centerline of the proposed highway is
plotted shown in the figure. The location and length of all vertical curves and of
positive gradients are clearly shown. All the controls (maximum grades, maximum
and minimum length of curve, maximum vertical cut and fill dimensions, and
approximate balance of cut and fill) have been compiled with. The following
summarizes the curve selection process:
 The minimum length of the curve is based upon stopping sight distance
criterion.
 The maximum length of the curve for this project is based upon the
maximum K (=167) value established for the drainage criteria.
 Select a curve length that is equal to or greater than the minimum length
for stopping sight distance criteria and equal to or less than the maximum
for the drainage criteria.
 If the selected length of curve based upon the above considerations is not
acceptable when the overall profile is considered, the profile must be
examined and adjusted, and the process repeated until all criteria are met.

22.
VERTICAL CUVE #1 COMPUTATIONS(CREST)
1.1% ‐5.72%
Vertical Curve Computations
Sag(1) Curve ‐Input
ITEM SOURCE VALUE
G1 Profile 1%
G2 Profile 5.7%
PVC Profile 100
PVT Profile 490
L Profile 401
PVI PVC + L/2 300.5
A G2‐G1 6.7
E LA/800 3.35
PVI EI Profile 874.39
PVC EI (PVI EI)‐((G1/100)*(L/2)) 841.34
PVT EI EL of PVC + (G1/100)*L )+ 4E(X/L)2
831.5
XTP G1*L/G2‐G1 59.85
X: Station PVC +X 159.85
XELEV EL of PVC + (G1/100)*X )+ 4E(X/L)2
841.67
DRAWING NO.:
TITLE: Vertical Curve 1 computations

23.
VERTICAL CURVE #2 COMPUTATIONS (SAG)
‐5.7% 5.8%
Vertical Curve Computations
CREST(1) Curve ‐Input
ITEM SOURCE VALUE
G1 Profile 5.7%
G2 Profile 5.8%
PVC Profile 780
PVT Profile 2020
L Profile 1248.07
PVI PVC + L/2 2644.03
A G2‐G1 11.5
E LA/800 17.94
PVI EI Profile 782.43
PVC EI (PVI EI)‐((G1/100)*(L/2)) 818.00
PVT EI EL of PVC + (G1/100)*L )+ 4E(X/L)2
816.00
XTP G1*L/G1‐G2 618.57
X: Station PVC +X 1398.57
XELEV EL of PVC + (G1/100)*X )+ 4E(X/L)2
800.24
DRAWING NO :
TITLE: Vertical Curve# 2
Computations

24.
OMMENTS:
The Horizontal# 2 and Vertical Sag Curve#2 coincides at PVI = 2600+44.03
DRAWING NO :
TITLE: Horizontal & Vertical

25.
CROSS SECTIONS
The cross sections are based upon the selected design elements shown in figure
that are consistent with the cross section design dimensions described in the
background and specifications. Note that the cross section elevations for
earthmoving are not the same as the pavement elevations because the pavement
thickness must be allowed for. For this highway, we are assuming the total
pavement thickness (surface, base, sub base) of 1.5 ft.
The cross‐sections are taken at 500‐ft intervals instead of the usual 100‐ft
intervals. The 500‐ft intervals are been used to illustrate the process only. In
certain instances of preliminary design, this will provide an indication of the
extent of the balance between cut and fill but may not always not provide an
adequate indication of haul lengths. This latter consideration is not investigated
further in this project.

26.
DRAWING NO :
TITLE: TYPICAL CROSS
SECTIONS

27.
DRAWING NO :
TITLE: CROSS SECTIONS

31.
CRITICAL LENGTH OF GRADE
Critical length of grade:
= 401 + 275 + 1248.07 = 787.51’
4 4
From length of grade chart for 5.6% grade 10 mph curve ; L = 800 Safe