1. ii Highway Alignment,, Engineering Survey and feasibility study.pdf

HIGHWAY ALIGNMENT ,
ENGINEERING SURVEY and
FEASIBILITY

HIGHWAY ALIGNMENT
 Alignment is the layout of the central line of highway on the ground.
Includes two parts:
 Horizontal alignment
 Vertical alignment
 Horizontal alignment in road design consists of straight sections of road, known
as tangents, connected by circular horizontal curves. Circular curves are
defined by radius and deflection angle (extent). The design of a horizontal
curve entails the determination of a minimum radius (based on speed limit),
curve length, and objects obstructing the view of the driver.
 Projection of highway in vertical plane is thevertical alignment
consists of gradients and vertical curve

ALIGNMENT SELECTION
 It is the process of selecting the best suited alignment among the possible
alternatives
 Alignment decision is important because a bad alignment will increase the
construction, maintenance and vehicle operating costs.
 Once an alignment is fixed and constructed, it is not easy to change it due
to increase in cost of adjoining land and construction of costly structures by
the roadside.
 It consists of three major drawings:
 Plan of the road
 Longitudinal Profile
 Cross Section

Requirements of Highway Alignment
SESEC
 Short
 Easy
 Safe
 Economical
 Comfort

 Short: The alignment between two terminal stations
should be short and as far as possible be straight, but
due to some practical considerations deviations may be
needed.
 Easy: The alignment should be easy to construct and
maintain. It should be easy for the operation of vehicles.
So to the maximum extend easy gradients and curves
should be provided.
 Safe: It should be safe both from the construction and
operating point of especially at slopes,
view
embankments, and cutting. It should have safe
geometric features.

 Economical: The alignment should be economical and it
can be considered so only when the initial cost,
maintenance cost, and operating cost are minimum.
 Comfort: it should provide comfort to the users.
 The alignment should be such that it would offer maximum
utility by serving maximum possible population and products

Factors Controlling Highway Alignment
 The various factors that control the alignment are as
follows:
 Government Requirement
 Obligatory Points
 Traffic
 Geometric design
 Economics
 Other considerations

 Government Requirements:
Government should be clear about the road requirement due to heavy
investment in the project.
 They should be prepared for when to construct, what type of road to
construct, how to construct and why to construct.
 Obligatory Points:
 These are the control points governing the highway alignment. These points are
classified into two categories.
 (i) Points through which it should pass (Positive Obligatory Point)
 (ii)Points through which it should not pass. (Negative Obligatory Points)

 Obligatory points through which the road alignment has
to pass may cause the alignment to often deviate from
the shortest or easiest path.
 Examples of positive obligatory points:
 Bridge site: The bridge can be located only where the
river has straight and permanent path and also where
the abutment and pier can be strongly founded. The
road approach to the bridge should not be curved and
skew crossing should be avoided as possible. Thus to
locate a bridge the highway alignment may be
changed.

 Mountain: While the alignment passes through a
mountain, the various alternatives are to either construct
a tunnel or to go round the hills.
 The suitability of the alternative depends on factors like
topography, site conditions and construction and
operation cost.

 Intermediate town: The alignment may be slightly
deviated to connect an intermediate town or village
nearby.

 Examples of negative obligatory points:
 Religious places: These have been protected by the law from being
acquired for any purpose. Therefore, these points should be avoided while
aligning.
 Very costly structures: Acquiring such structures means heavy compensation
which would result in an increase in initial cost. So the alignment may be
deviated not to pass through that point.
 Lakes/Ponds etc: The presence of a lake or pond on the alignment path would also
necessitate deviation of the alignment.
 Marshy place, waterlogged areas
 Historically and archeologically important property
 Restricted zone for defense, national security
 Densely populated area

 Traffic:
• The alignment should suit the traffic requirements. Based on the
origin-destination data of the area, the desire lines should be
drawn. The new alignment should be drawn keeping in view the
desire lines, traffic flow pattern etc.
 Geological Condition:
 Alignment should pass through the stable slopes and if not the area
should be properly stabilized or treated with engineering aspects.

 Geometric design: Geometric design factors such as gradient, radius of curve,
sight distance etc. also govern the alignment of the highway. To keep the radius of
curve minimum, it may be required to change the alignment. The alignments
should be finalized such that the obstructions to visibility do not restrict the
minimum requirements of sight distance. The design standards vary with the class
of road and the terrain and accordingly the highway should be aligned.
 Economy: The alignment finalised should be economical. All the three costs i.e.
construction, maintenance, and operating cost should be minimum. The
construction cost can be decreased much if it is possible to maintain a balance
between cutting and filling. Also try to avoid very high embankments and very
deep cuttings as the construction cost will be very higher in these cases.

 Other considerations: Various other factors that govern the alignment
are drainage considerations, political factors, monotony and
hydrological factors..
 Drainage: Deviation of highway to minimize cross drainage structures
 Political: If a foreign territory comes across a straight alignment,
we will have to deviate the alignment around the foreign land.
 Resisting Length: keep the ineffective rise and excessive fall to
minimum.

The route Location Process
Route
Location
Region
Bands 8-16 Km
Corridors 3-10
Km
Route Strips 1-
1.5 Km
Alignments 30-
50m

Engineering Survey and its Stages
(Finalization of the alignment)
 Out of all possible alignments the best alignment has to be
selected
 The best alignment is selected based on socio-economical
and environmental considerations for which detailed
engineering survey has to be carried out i.e. Before a
highway alignment is finalised in highway project, the
engineering surveys are to be carried out.
 The survey may be completed in four stages i.e.
 (a) Map study
 (b) Reconnaissance
 (c) Preliminary surveys
 (d) Final location and detailed surveys

 Map study: With the help of topographic map it is possible to
analyze the likely routes of the road. In India, topographic
maps are available from the survey of India with 15 of 30 m
contour interval(In Nepal they are available in scale of
1:25000 ). The :main features like rivers, hills, valleys, etc., are
also shown on these maps.
 Alignment avoiding valleys, ponds or lake.
 When the road has to cross a row of hills; mountain pass
 Approximate location of Bridges

 Reconnaissance(Fact finding Survey): It is a rapid and rough survey. During the
survey, the physical characteristics of the areal are inspected and the
proposed route is thoroughly examined. it is done without accurate instruments.
Clinometers are used to determine the slopes of the ground. It provides
additional information not available in top sheets.
 Objectives: -
 i)To study the feasibility or practicability of the proposed route
 ii)To reduce the number of alternative routes to the minimum to select the best 2 or 3
routes.
 iii) Source of construction materials, water and location of
stone quarries.
 iv) Number and type of cross drainage structure, maximum flood level and natural
ground water level along the probable routes.

 The different date to be observed in this stage are
 Valley, Ponds, Lakes, marshy land, other obstructions along
the route which are not available on the map
 Approximate grade values, lengths, and radius of curves
 No. and type of cross drainage structures, HFL, Natural GWL
 Soil type
 Sources of Materials, water and stone quarries location
 Geological formations, types of rocks, dip, seepage etc

 Preliminary Survey: This survey can be started on the basis of reconnaissance. It
consists of detailed survey of the alternative routes selected. After reconnaissance. It
is done by using the instruments such as chain, compass, tape, level & theodolite. This
stage aims to select the best possible alignment from the available one using the
evaluation techniques and data obtained
 Objectives: -
 a. To select the best route.
 b. To determine the centre line to be followed
 c. To collect the additional information found necessary after reconnaissance.
 d. To estimate quantity of earthwork materials and other construction aspects and
to work out the cost of alternate proposals
 E. to compare different proposals in view of requirement
of a good alignment

 Preliminary Survey Survey can be carried out by any
one of the following ways:
 Conventional Approach, in which a survey team carries
out surveys using the required field equipment, taking
measurement, collecting topographical and other data
and soil survey
 Modern Rapid Approach, by aerial photographs and
photogrammetric methods and photo interpretation
techniues

Procedure for conventional method:
 Primary Traverse:
 For alternate alignments either secondary traverse or
independent primary traverses may be necessary
 Length of the center line should be measured by using very good
and accurate method of chaining or tachometry.
 Topographical Features:
 All geographical and man made features along the traverses and
for certain width on either side are surveyed and plotted

 Levelling:
 Carried out side by side to give the center line profiles and typical cross sections
 Drainage Studies and Hydrological Data:
 Estimation of the type, number and approximate size of
cross drainage structures
 Soil Survey:
 To work out details of earthwork, slopes, stability of materials, subsoil and surface
drainage requirement, pavement type and its approximate thickness
requirement
 Compare the data and analyse the results of all
alternate alignments

 Material Survey:
 Naturally occurring materials like sand, stones, aggregates and
identification of quarries should be done
 Availability of manufactured materials like cement, lime, brick etc and their
location Should be ascertained.
 Traffic Survey:
 Decision of number of traffic lanes, roadway width, pavement design, and
economic analysis of project.
 Determination of Final alignment center line:
 It is decided in the office before final locationsurvey.
 Preliminary survey maps consisting of contour plan, longitudinal profile, cross sections of
the alternate alignments should be carefully studied to decide the best alignment
which must satisfy the engineering and economic requirement

Modern Approach:
 Taking aerial photographs of various strips of land with required
longitudinal and lateral overlaps.
 Photographs are examined under stereoscopes and control points
are selected for establishing the traverses of all alternate proposals
 Using stereo-pair observations, the spot levels and
subsequently contour lines may be obtained
 The photo interpretation methods are used to assess the geological
features, soil conditions, drainage requirements etc

 The alignment finalized after the preliminary survey is to be first
located on the field by established the centre line.
 This is done accurately by using instruments.
Modern Approach:

Final Location and Detailed Survey
 The final route selected after the preliminary survey is surveyed and located on
the ground. And final survey is carried out with the purpose of implementation
 This provies further accurate quantities of works so that if any variations necessary
can be done within time (In Nepal this is done post contracting and called
construction survey)
 Objectives:
 To establish temporary bench marks
 To collect information required for
 The preparation of working drawings
 The preparation of detailed estimates
 The design of road & bridges
 Preparing specifications
 Land acquisition

 Location:
 The center line of the finalized road in the drawing
needs to be translated on the ground
 Major and minor control points are established and central pegs are driven, checking the
geometric design requirements
 If essential, modifications can be done after approval
 Detailed Survey:
 TBM are fixed at drainages and under pass structures.
 Levels along the center line is taken
 Vertical alignment, earthwork calculation and drainage details are to be worked out from
the level noted.
 The cross sections are taken upto desired width
 River crossing valley should be surveyed in detail n either side

 All topographical and hydrographical details are collected and recorded
 Soil profile depth upto 1.5 to 3 meters below the GL or finished grade line of the
road whichever is lower.
 In case of high embankments, the depth should be upto
twice the height of the finished embankment
 The detail survey should be elaborate enough for preparing detailed plans,
designs and estimates

1. ii Highway Alignment,, Engineering Survey and feasibility study.pdf

1. ii Highway Alignment,, Engineering Survey and feasibility study.pdf

Recommended

More Related Content

What's hot (20)

Similar to 1. ii Highway Alignment,, Engineering Survey and feasibility study.pdf (20)

More from Er. Bam Bhandari (18)

Recently uploaded (20)

1. ii Highway Alignment,, Engineering Survey and feasibility study.pdf