HIGHWAY NGINEERING PROJECT,EXPRESSWAY DESIGN,PAVMENT FORMATION, CIVIL ENGINEERING

1. RCE-754
DESIGN OF EXPRESSWAY IN INDIA
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Presented by-
SUJIT KUMAR MAHTO Guided By-
MR. JAYATI TYAGI
Assistant professor
DEPARTMENT OF CIVIL ENGINEERING
RAJ KUMAR GOEL INSTITUTE OF
TECHNOLOGY

2. CONTENTS
INTRODUCTION
NEED OF EXPRESSWAY
OBJECTIVE OF PROJECT
LITERATURE REVIEW
CONCLUSION FROM LITERATURE REVIEW
OBSERVED DATA
GEOMETRIC DESIGN OF EXPRESSWAY
PAVEMENT DESIGN OF EXPRESSWAY
LAYOUT OF EXPRESSWAY
SCOPE FOR FUTURE
REFERENCES
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3. INTRODUCTION
The express way is designed for high speed and high volume traffic for
specific origin and destination.
Transportation is vital for the economic development of any region for
food, clothing, and industrial products or medicine needs transport at all
stages from production to distribution.
Express way has the maximum flexibility for travel with reference to route,
directions, time and speed of travel.
All human beings are interacting over distance and time for food, shelter,
work business, recreation and security and Expressway will be helpful for
effective and efficient journey.
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4. NEED OF EXPRESSWAY-
 TRAVEL TIME- For large distances ordinary roads take more time. And
Expressways provides high speed to the vehicle hence travel time reduces.
 SAFETY- In India we so many cases of accidents in general roads. And Expressways
are more safer from accidents point of view.
 SEPARATES LANES- In general roads there is no separate facility for different type of
vehicles. In Expressways separate lanes are provided for different vehicle.
 OVERCOME PROBLEM OF POLLUTION- More traffic congestion produces
more pollution. And it is not good for environment and health.
 COST EFFECTIVE-General roads are less cost effective. while Expressways are
more planned and cost effective.
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5.  To design and analyse pavement for the expressway.
 To find a concept for economical design of expressway.
 To analyse the concept of geometric studies.
 To analyse the concept of traffic studies.
 To perorm different test in pavment design.
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OBJECTIVE

6. S.No TITLE YEAR WORK REVIEW
1.
Effect on pavment performance
of a subase layer composed by
Natural aggregate and RAP
Montepara
2.
Development of Flexible
pavment condition index for
highway
Patel
Rinkan
• The present study focuses on
developing a relationship
between the roughness and other
surface distresses of PMGSY
roads.
• The index was evaluated by
considering the effects of four
main pavement performance
indicators viz. distresses,
roughness, structural capacity
and skid resistance for selected
road sections of Flexible road.
LITERATURE REVIEW
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7. LITERATURE REVIEW
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S.No TITLE YEAR WORK OVERVIEW
3 Dynamic stress
Responses of rough
Pavment Resting on
layered poroelastic
half-space under
moving traffic load
Gao qian
(2017)
• the vehicles-rigid pavement-layered soil
media system is established.
• Biot's theory describes wave propagation
in a porous saturated medium, i.e., a
medium made of a solid matrix (skeleton
or frame), fully saturated with a fluid.
• The dynamic stress responses caused by
the roughness of pavement and vehicle
weight are analyzed.
• The stiffness of the plate has a great
influence on the dynamic stress of soil
medium.
• The existence of plate can reduce the stress
responses of soil.

8. 8
4 Automating Schedule
review for
Expressway
construction
R.J Dzeng
(2005)
•With huge amount of dataNRA improves
efficiency
•This research has addressed not only the
automation issues but also standardization
issues
5 The use of light weight
material in road
embankment
construction
Marradi A
(2012)
• Geofoam is defined by the ASTM D6817
Standard as block or planar rigid cellular
foam polymeric material used in
geotechnical engineering applications.
• Reported by many author the use of
geofoam is a suitable alternative to natural
aggregates to be used for construction of
embankment standing on soft subgrade.

9. LITERATURE REVIEW
S.No TITLE YEAR REVIEW OVERVIEW
6.
Accidents
prediction model
based on speed
reduction on
spanish two lane
rural highway
Garach
Laura
(2012)
• second approach combines AADT and curve
length into million vehicle-kilometers of
travel.
• First, AADTand curve length are included in
the model and their coefficients are estimated
separately. In this approach, the natural
logarithms of AADT and curve length, rather
than their untransformed values, are used in
modeling.
7.
A Quantiative
Analysis
and green
Transportation
initiative in
highway design and
maintenance
Manoj
K. jha
(2014)
•Highway may deteriorate differently due
primarily to different traffic loads, and weather
and accident exposures.
•the simplest mathematical functions that
t q = Condition of the element in the tth year
a = A constant chosen in such a way that the
condition is 0 at end of the lifecycle 9

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11. 11
8 Considering travel time realibilty
and safety for evaluation of
congestion relief scheme on
expressway

12. DESIGN STEP
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13. OBSERVED DATA
The data for the calculation of the traffic volume is determine with the
help of manual count of various type of vehicle.
Here one day data is used for the calculation of total traffic volume.
In manual count method persons are posted at each lag of an
intersection to count and record the number of truck or busses, bullock
carts, cars etc.
PCU values are different for different type of vehicle.
 The data for various type of vehicle is as follows-
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14. AVERAGE DAILY TRAFFIC DATA-
S.No. Type of vehicle Number of
vehicle
1. Motor cycle or scooter 60
2. Passenger car, pick up or Auto
rickshaw
30
3. Agricultural tractor, light commercial
vehicles
10
4. Bus 40
5. Truck trailer 20
6. Cycle 10
7. Cycle rickshaw 13
8. Hand Cart 2
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15. METHODOLOGY FOR THE
DETERMINATION OF SPEED STUDY-
Speed of the vehicle can be measured by using “ENOSCOPE METHOD”.
In this method an L- shaped box open at both ends, with mirror set inside
at 45 degree angle is used.
An observer is stationed on one side of the road and starts a stopwatch
when a vehicle crosses that section.
crosses the section where enoscope is fixed. An enoscope is placed at a
convenient distance of 10 m in such a he image of vehicle.
The main advantage of this method is that it is simple and cheep.
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16. TRAFFIC SPEED DATA-
Data carried out on the road with the help of Enoscope method is as
follows-
Speed range
(kmph)
Number of
vehicle
observed
Speed range
(kmph)
Number of
vehicle
observed
0 to 10 12 50 to 60 225
10 to 20 18 60 to 70 119
20 to 30 68 70 to 80 43
30 to 40 89 80 to 90 33
40 to 50 204 90 to 100 9
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17. METHOD FOR THE DETERMINATION OF
TRAFFIC VOLUME-
 Volume of traffic is very important variable and is essentially the quantity of
movement per unit of time at a specified location. It is expressed as vehicle
per day and vehicle per hour
Traffic volume, q = nx3600
T
n = The number of vehicles passing a point in the roadway in
T seconds.
q = Equivalent hourly flow
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18. METHOD TO MEASURE TRAFFIC
VOLUME-
 In manual count method persons are posted at each lag of an
intersection to count and record the number of truck or busses, bullock
carts, cars etc.
Type of volume count-
Daily volume- This type of volume count is used for-
1) Determining geometric design
2) Determining number and lane width
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19. Annual Average Daily Traffic (AADT):-
It is the average volume of traffic at a particular location over a full 365
days and it is given as-
AADT = Total yearly traffic
365
It helps in the deciding the relative importance of a route and in phasing
the road development program.
 If the flow is not measured for all 365 days, but only for a few days then
the average flow is known as Average Daily Traffic (ADT).
Here we are taking Average Daily traffic count.
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20. GEOMETRIC DESIGN OF EXPRESSWAY-
TERRAIN- Topography of the Ghaziabad is Plain terrain.
CROSS SLOPE- Camber is provided to the road to drain off the rain water
from road surface. And Cross slope of the road is taken as 10% because
topography of the Ghaziabad is Plain terrain.
LANE WIDTH - According to Traffic volume data lane width will be 21 m with
6 lane as per IRC recommendation.
WIDTH OF ROADWAY- Total width of a road at the level of the pavement is
taken as 90m IRC recommendations.
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21. SIGHT DISTANCE
 STOPPING SIGHT DISTANCE (SSD)-
 Stopping sight distance is the minimum distance over which the driver
travelling at design speed can apply break and bring the vehicle to stop
the position safely.
 Calculated SSD for the design of expressway is 245 m.
 OVERTAKING SIGHT DISTANCE (OSD)-
Overtaking sight distance is the minimum distance visible to the driver of
the vehicle who is intending to overtake the slow moving vehicle safely.
Calculated OSD for the design is 997 m.
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22. SUPERELEVATION-
The superelevation is provided when vehicle passes from straight to curve
path.
Here analysis and design of expressway is done for straight road so need of
the provision of superelevation.
DESIGN SPEED-
As per the IRC recommendation the design speed of the expressway is
taken as 120kmph.
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23. PAVEMENT DESIGN OF
EXPRESSWAY-
With the help of observed data it is taken that-
A-Initial traffic in the year of completion of commercial vehicle per day =
400CVPD
D-Lane distribution factor = 0.75
r – Annual Traffic growth rate = 7.5%
n – Design life in years = 15
F – Vehicle damage factor = 2.5
Now calculated value of N = 7.2 msa.
Now using CBR value 4% and traffic volume 7.2 msa then from CBR chart
as per IRC guidelines pavement thickness will be 660 mm.
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24. As per IRC guidelines pavement design
catalogue is as follows-
 As per IRC guidelines the thickness of different layer of
flexible pavement is as follows-
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25. DIFFERENT LAYERS OF PAVEMENT-
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26. LAYOUT OF EXPRESSWAY-
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27. SCOPE FOR FUTURE
 Continuous growth of population all over the India creates a great
challenge to the transportation management system.
 Expressways will be helpful to save the travel time as it provides direct
connectivity from origin to destination.
 Expressway Navigation system bypass the critical zones.
 It redues the problem of traffic congestiion so construction of expessway
 It reduces the problem of traffic congestion so construction so construction
of expressway will be more demanding in future.
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28. REFERENCES-
 IRC: 73 – 1980 “Geometric Design Standards for Rural (Non-urban)
Highways”, Indian Roads Congress, New Delhi.
 IRC: 37 – 2001 “Guidelines for the Design of Flexible Pavements”, Second
Revision, Indian Roads Congress, New Delhi.
 Khanna S K, Justo C E G and Veeraragavan A (2014) “Highway Engineering”
Nem Chand & Bros, Roorkee.
 Yang H Huang (2004) “Pavement Analysis and Design”, 2nd edition
Prentice Hall.
Yoder and Witzak (1975) “Principles of pavement Design”,2nd adiition Jhon
Wileys and sons.
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29. THANK YOU
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