Highway Engg. TYS Exp 243
Highway Engg. TYS Exp 243
WORKBOOK
Detailed Explanations of
1
T1 : Solution
6000 ha
(i) Let the speed of overtaking and overtaken vehicles be VA and VB respectively.
A
C
d1
d2
d3
The overtaking vehicle A is forced to reduce its speed to the speed of overtaken vehicle B and
moves behind it allowing a space s till there is an opportunity for safe overtaking operation. This
distance travelled by the vehicle A during this time is given by
d1 = 0.278 VBt
where VB is in kmph and t is reaction time of the driver in seconds, usually taken as 2.0 sec
Given,
VB = 40 kmph; t = 2.0 sec
d1 = 0.278 40 2.0 = 22.24 m
After travelling distance d1, the vehicle A starts accelerating, shifts to the adjoining lane, overtakes
the vehicle B and shifts back to its original lane ahead of B in position in time T sec. The distance
travelled in this operation is given by
1 2
aT
2
where a is the acceleration of the overtaking vehicle = 0.92 m/sec2
d2 = 0.278 VBT +
4s
a
s = 0.2 VB + 6 = 0.2 40 + 6 = 14 m
T =
where
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T =
4 14
= 7.8 sec
0.92
d2 = 0.278 40 7.8 +
1
0.92 (7.8)2 = 114.72 m
2
The distance travelled by any vehicle C coming from opposite direction moving at design speed VA
during the overtaking operation of Vehicle A during time T is given by
d3 = 0.278 VA T = 0.278 65 7.80 = 140.95 m
Total safe overtaking distance = d1 + d2 + d3
= 22.24 + 114.72 + 140.95
= 277.91 m 278 m
(ii) Minimum length of overtaking zone = 3 OSD = 3 278 = 834 m
SP2
SP1
SP1 Overtaking zone ahead
SP2 End of overtaking zone
SP1
SP2
278 m
278 m
278 m
278 m
278 m
T2 : Solution
Given data:
n1 =
1
1
;n = +
; v = 80 kmph = 22.22 m/sec; C = 0.60 m/sec3; t = 2.5 sec; f = 0.35
20 2
30
1
1
3 2
1
=
=
20 30
60
12
Length of valley curve for comfort condition is given by
Deviation angle,
N = n1 n2 =
1/2
N v 3
L = 2
1 (22.22 )3
= 2
0.6
12
1/ 2
= 78.07 m
Neglecting the ascending and descending gradients at the valley curve and calculating sight distance
as per the equation given below, we get
S = vt +
v2
(22.22 )2 = 127.45 m
= 22.22 2.5 +
2gf
2 9.81 0.35
NS 2
(127.45)
1
=
= 227.09 m
1.5 + 0.035S
12 1.5 + 0.035 127.45
2
L =
As this value is higher than SSD of 127.45 m, the assumption is correct. The valley curve length based
on headlight sight distance being higher than that based on comfort condition, the design length of the
valley curve is 227.09 m or say 228 m.
The valley curve is assumed to be of parabolic shape when its length is calculated as per the head light
sight distance criterion.
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T3 : Solution
Length of wheel base, l
Radius, R
Number of lanes, n
V
=
=
=
=
6m
225 m
2
80 kmph
nl 2
V
+
2R 9.5 R
2 62
80
+
= 0.16 + 0.56 = 0.72 m
2 225 9.5 225
C=
80
80
=
= 0.516
75 + V 75 + 80
LS =
0.0215 V 3
0.0215 803
=
= 94.81 m
CR
0.516 225
e=
V2
802
= 0.1264 > 0.07
=
225R 225 225
V2
802
0.07 =
0.07 0.15
127R
127 225
Provide, e = 0.07
Total width of pavement = 6 + 0.72 = 6.72 m
Total rise of outer edge of pavement with respect to centre line
=
0.07 6.72
E eB
=
= 0.2352 m
=
2
2
2
Ls =
Adopt the highest value of the three i.e., 91.81 m or say 95 m as the design length transition curve.
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T4 : Solution
Summit curve are designed for sight distance.
SSD = 0.278 Vt r +
V2
254f
= 0.278 80 2.5 +
802
254 0.35
= 44.48 + 71.99
= 127.47 m
Assume L > SSD
L=
NS 2
4.4
L=
0.1 (127.47)2
= 369.27m
4.4
T5 : Solution
A1
A2
B1
B2
A3
C2
d1
30 m
25 m
C1
d3
450 m
Vb = 40
5
= 11.11m / sec
18
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...(i)
1 2
= VT + aT
2
...(ii)
1
1.20T 2
2
or
T = 9.574 sec
Distance covered during overtaking operation by A
= 30 + VT + 25
= 55 + 11.11 9.574
= 55 + 106.37 = 161.37 m
Similarly during overtaking time T, distance covered by car
C = V T
= 22.22 9.574 = 212.73 m
C2
?
450
C1
44.44
A2
1.25 m
30 m
B1
212.74
A1
22.22 m
T6 : Solution
os
Pc
y
y
x sin
e
sin
Given,
For
x
W cos
P sin
y
2
x
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y
3
x
Speed = 1.2 v
P cosy (W cos + P sin)x
For
For overturning,
y
W cos + P sin
x
P cos
y
W
+ tan
x
P
tan = e = 0.05
y
+ 0.05
x
P
P = Centrifugal force =
and
W = Weight of vehicle = mg
V2
P
=
Rg
W
Rg
W
=
V2
P
y
=2
x
gR
+ 0.05
V2
2=
gR
+ 0.05
V2
2 0.05 =
Now, if
9.81R
(0.278 72)
R = 79.51 m
9.81R
(20)2
y
=3
x
then,
3=
3=
mv 2
R
gR
+ 0.05
V2
9.81 79.51
(V )2
V = 16.26 m/sec
+ 0.05
V
58.536
=
1.2
1.2
= 58.536 kmph
= 48.78 kmph
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Traffic Engineering
T1 : Solution
Traffic flow leaving leg-1
= V12 + V13 + V14 = 150 + 450 + 412 = 1012
Traffic flow approaching leg-1= V21 + V31 + V41 = 310 + 1520 + 30 = 1860
Traffic flow leaving leg-2
= V21 + V23 + V24 = 310 + 200 + 1090 = 1600
Traffic flow approaching leg-2= V12 + V32 + V42 = 150 + 570 + 1080 = 1800
Traffic flow leaving leg-3
= V31 + V32 + V34 = 1520 + 570 + 240 = 2330
Traffic flow approaching leg-3= V13 + V23 + V43 = 450 + 200 + 600 = 1250
Traffic flow leaving leg-4
= V41 + V42 + V43 = 30 + 1080 + 600 = 1710
Traffic flow approaching leg-4= V14 + V24 + V34 = 412 + 1090 + 240 = 1742
The traffic assigned to the network is shown below:
Leg 1
1860
1520
+310
1080
+600
Leg 4
1742
1520
+570
24
0
1800
Leg 2
31
0
2
41
310
+1090
450
+600
1090
+412
2330
150
1080
+570
60
0
1710
450
+412
57
30
1012
Leg 3
1600
200
1250
Weaving traffic between legs 2 and 3 = (310 + 1090) + (450 + 600) = 2450
Total traffic between legs 2 and 3 = (310 + 1090) + (450 + 600) + 412 + 200 = 3062
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2450
= 0.8
3062
This value is also known as weaving ratio. It is useful in calculating the practical capacity of the rotary
intersection. Its value should lie between 0.4 and 1.0
T2 : Solution
The table given below shows the value of cumulative frequency perecentage :
Speed range, Mid speed Frequency, Frequency, Cumulative
Kmph
f
%
Frequency, %
kmph
1
0 10
12
1.41
1.41
10 20
15
18
2.12
3.53
20 30
25
68
8.00
11.53
30 40
35
89
10.47
22.00
40 50
45
204
24.00
46.00
50 60
55
255
33.00
76.00
60 70
65
119
14.00
90.00
70 80
75
43
5.06
95.06
80 90
85
33
3.88
98.94
90 100
95
1.06
100.00
Total
850
100.00
Lower speed limit for regulation = 15th percentile speed = 28.3 kmph
(iii)
Upper speed limit for regulation = 85th percentile speed = 61.43 kmph
(iv)
T3 : Solution
Design traffic on Road 1 = higher of two approach volume per lane = 900/2 = 450 PCU/hr.
Design traffic on road 2 = 278 PCU/hr
(i) Pedestrain green time for Road 1 =
12.0
+ 7.0 = 17sec
1.2
6.6
+ 7.0 = 12.5sec
1.2
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450
= 27.5sec
278
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10
278
= 5.1 PCU
55
y1 =
40 3
= 1874 PCU/hr
5
900
278
= 0.148
= 0.286 and y2 =
3150
1874
1.5 L + 5 1.5 16 + 5
=
= 51.2 sec
1 Y
1 0.434
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Pavement Design
T1 : Solution
Given data:
Modulus of elasticity of concrete, E = 3 105 kg/cm2
Thermal coefficient of concrete, e = 10 106 per C
Temperature difference between the top and bottom of slab, t = 15C
Poissons ratio, = 0.15
Cx = 0.80 and Cy = 0.45
The warping stress at the interior region may be given as
Si =
Eet C x + Cy
2
2 1
3 105 10 106 15
Si =
1 (0.15)
Si = 19.97 kg/cm2
The warping stress at the edge region is given by
Se
C x Eet
2
Cy Eet
2
C xEet
2
=
whichever is higher
Cy Eet
2
0.80 3 105 10 10 6 15
= 18 kg/cm2
2
0.45 3 105 10 10 6 15
=
= 10.125 kg/cm2
2
=
Se = 18 kg/cm2
The warping stress at corner region may be given as
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12
Eet
a
3 (1 ) l
Sc =
a = radius of contact = 15 cm
l = radius of relative stiffness
where,
E h3
l =
12 k 1 2
But
1/4
where,
3 105 32 3
( )
l =
12 6 1 0.152
1/4
= 108.71 cm
Sc =
Eet
a
3 (1 ) l
Sc =
3 105 10 10 6 15
3 (1 0.15)
Sc = 6.56 kg/cm2
15
108.71
T2 : Solution
Expansion joint spacing = Ls
=
1
(expansion joint gap) = 1.25 cm
2
Ls =
1.25
= 41.7 m
100 105 30
Lc =
2Sc 104
2 0.8 104
=
= 4.4 m
2400 1.5
W.f
T3 : Solution
Si = Qi
As we know
P
h2
Eh3
l=
12k 1 2
1/ 4
E = 2 107 kN/m2
h = 21 cm = 0.21 m
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13
2 107 (0.21)
l=
12 3.6 10 4 1 0.152
Wheel load, P = 40.8 kN
Tyre pressure, p = 600 kN/m2
Let radius of wheel load = a
p=
a=
1/ 4
= 0.81 m = 81 cm
P
a 2
40.8
= 0.147 m = 14.7 cm
600
Now,
1.6a 2 + h 2 0.675 h =
b=
= 13.87 cm
81
l
= 5.84
=
13.87
b
l
= 5.84
b
3.0
Stress coefficient, Q
2.5
S=
2.0
P
h2
Q
ge
Ed
Qe
r Q1
erio
Int
1.5
1.0
0.5
0
2
10
12
14
Values of l/b
Qi = 1.3
Qe = 2
Si =
40.8
P
1.3 = 1202.72 kN/m2
Qi =
2
2
h
0.21
( )
Se =
40.8
2 = 1850.3 kN/m2
(0.21)2
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Highway Material,
Construction and Maintenance
T1 : Solution
The volume of the paraffin coated sample can be obtained as the difference of the weight loss while
immersed in water and the volume of the paraffin used.
Thus,
(i)
(1295.8 1245.2)
= 528.85 m3
0.8
Gmb =
Gmb =
Mmix
bulk volume of the mix
1245.2
= 2.355
528.85
30
10
55
+
+
Gsb = 95
= 2.546
2.50 2.60 2.65
(ii)
VMA = 1 mb Ps 100
Gsb
VMA = 1
0.95 100 = 12.13%
2.546
(iii)
G
Air voids , VA = 1 mb
G
mm
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100
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15
2.355
VA = 1
100 = 3.52%
2.441
VFB =
(iv)
VMA VA
100
VMA
12.13 3.52
100 = 70.98%
12.13
Effective specific gravity of aggregate in mixture, Gse
VFB =
(v)
M
M
Gse = (Mmix Mb ) mix b
Gmm Gb
5
100
Gse = (100 5)
= 2.608
2.441
1.10
G
Pab = 1 sb 100
Gse
2.546
Pab = 1
100 = 2.377%
2.608
So, the percentage absorbed bitumen is 2.5% of the total weight of the mix.
T2 : Solution
The graphical plot is shown below. From the graph we find out that correction is needed to calculate
CBR value
After correction,
load at 2.5 mm penetration = 51 kg
5 mm penetration = 83 kg
After of plunger = 19.6 cm2
Pressure for 2.5 mm penetration =
51
kg/cm2
19.6
83
kg/cm2
19.6
120
100
Load in kg
83
80
60
51
40
20
0
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4
6
8
Penetration
10
12
14
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16
(i)
(ii)
51 100
= 3.71%
19.6 70
83 100
= 4%
19.6 105
Hence adopt CBR value = 4%
Normally the CBR value at 2.5 mm penetration which is higher than that at 5.0 mm is reported as the CBR
value of the material. However, if the CBR value obtained from the test at 5.0 mm penetration is higher that
at 2.5 mm, then the test is to be repeated for checking. If the check test again gives similar results, the
higher value obtained at 5.0 mm penetration is reported as the CBR value.
T3 : Solution
Aggregate I
Aggregate II
Aggregate III
Aggregate IV
Bitumen
Wt (gm)
825
1200
325
150
100
Sp. gravity
2.63
2.51
2.46
2.43
1.045
Wt of mould = 1100 gm
V = 475 cc
Gbulk (m) =
Gtheo (t)
1100
= 2.316
475
2600
= 2.4045
1081.331
Gt Gm
100 = 2.4045 2.316 100 = 3.681%
Gt
2.4045
100
825 1200 325 150
+
+
+
+
Volume of solids =
2.63 2.51 2.46 2.43 1.045 = 1081.311 cc
Volume of mould = 475 cc
Vbitumen
(c)
100 1100
= 1.045 2600 100 = 8.523%
475
VMA = Vb + Vv
= 8.523 + 3.681
= 12.204%
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