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C3010 HIGHWAY ENGINEERING 2
Course: ____________________________________
4 Strongly Agree
3 Agree
2 Disagree
1 Strongly Disagree
No. How much do you agree with the following statements? SCALE
A. FORMAT 1 2 3 4
1 The pages are organized in an interesting manner.
2 The font size makes it easy for me to read the module.
The size and types of pictures and charts used are suitable for
3
the input.
4 The pictures and charts are easy to read and understand.
5 The tables used are well-organised and easy to understand.
6 The arrangement of the Input makes it easy for me to follow.
7 All the instructions are displayed clearly.
B. CONTENTS 1 2 3 4
8 I understand all the objectives clearly.
9 I understand the ideas conveyed.
10 The ideas are presented in an interesting manner.
11 All the instructions are easy to understand.
12 I can carry out the instructions in this module.
13 I can answer the questions in the activities easily.
14 I can answer the questions in the self-assessment.
15 The feedback section can help me identify my mistakes.
16 The language used is easy to understand.
17 The way the module is written makes it interesting to read.
18 I can follow this module easily.
19 Each unit helps me understand the topic better.
I have become more interested in the subject after using this
20
module.
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C3010 HIGHWAY ENGINEERING 3
CURRICULUM GRID
Construction Of Rigid / 7
5 Concrete Pavement (3H) 3 Hours
8
6 Drainage (6H) 6 Hours
Basic Characteristic 11 12 13
8 7 Hours
Road Systems (2H) (2H) (3H)
Flexible Pavement 14
9 3 Hours
Design (3H)
15
10 Road Maintenance 4 Hours
(4H)
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C3010 HIGHWAY ENGINEERING 4
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C3010 HIGHWAY ENGINEERING 5
UNIT 8 DRAINAGE
8.0 Introduction
8.1 Effect of Improper Drainage
8.2 Highway Drainage Requirement
8.3 Surface Drainage.
8.4 Side Ditches for Surface Drainage
8.5 Drainage System
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C3010 HIGHWAY ENGINEERING 6
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C3010 HIGHWAY ENGINEERING 7
MODULE GUIDELINES
To achieve maximum benefits in using this module, students must follow the instructions
carefully and complete all the activities.
C3010 / UNIT 1 / 8
3. The general and specific objectives are given at the beginning of each unit.
4. The activities in each unit are arranged in a sequential order and the following
symbols are given :
OBJECTIVES
The general and specific objectives for each learning topic are
stated in this section.
INPUT
This section introduces the subject matter that you are going to learn.
ACTIVITIES
The activities in this section test your understanding of the subject
matter. You have to complete this section by following the
instructions carefully.
FEEDBACK
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C3010 HIGHWAY ENGINEERING 8
SELF-ASSESSMENT
Self-assessment evaluates your understanding of each unit.
FEEDBACK OF SELF-ASSESSMENT
This section contains answers to the activities in the self-
assessment.
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C3010 HIGHWAY ENGINEERING 9
GENERAL AIMS
This module is prepared for students in the third semester ( Diploma ) and fourth
semester ( certificate ) who are following the Certificate/Diploma programmes in
Malaysian Polytechnics. It aims to expose students to the Highway Engineering concept
in each unit and to lead them towards self-directed learning or with guidance from their
lecturers.
The prerequisite for this module is at least a pass in module B1001, B2001, C1001 and
C2001
GENERAL OBJECTIVES
1. Calculator.
2. JKR Standard for JKR Road Pavement Design.
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C3010 HIGHWAY ENGINEERING 10
REFERENCE
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Highway Engineering C3010 / UNIT 1/ 1
Introduction of Highway
UNIT 1
INTRODUCTION OF HIGHWAY
ENGINEERING
OBJECTIVES
General Objective
Specific Objectives
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Highway Engineering C3010 / UNIT 1/ 2
Introduction of Highway
INPUT
1.0 Introduction
For rapid economic, industrial and cultural growth of any country, a good
system of transportation is very essential. Transportation system comprises of
good network of roads, railways, well developed water ways and airways.
Airways and water ways although help to some extent in transportation within the
country, but they are the modes of transport mainly with foreign country.
Railways and highways also to some extent help in transport with foreign
countries but their main concern is within the country itself.
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Highway Engineering C3010 / UNIT 1/ 3
Introduction of Highway
Man has always been curious for new inventions. In the early days
of civilization it was thought that the movement of any human being can
be on the earth only. No one thought of flying in air or cruising in large-
oceans.
Seeing birds flying, man must have
thought of flying and that may probably be
the starting point of modern aeronautics.
Similarly, seeing fishes cruising in the sea
or river, man must have thought of rowing
in water, and that may probably be a
starting point in the development of water
ways and designing of ships and boats.
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Highway Engineering C3010 / UNIT 1/ 4
Introduction of Highway
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Highway Engineering C3010 / UNIT 1/ 5
Introduction of Highway
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Highway Engineering C3010 / UNIT 1/ 6
Introduction of Highway
Traces of early roads have been found since the recorded history of the
man kind. The first and oldest mode of travel obviously was foot path. Before
invention of wheel, people used to move on foot, thus creating foot paths. Men
and material must have been transported either on backs of men or animals.
There are signs of pucca roads were used during the construction
of Illahun pyramids in Egypt between 3000 - 2500 B.C. This would be due
to the transportation of huge limestone blocks.
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Highway Engineering C3010 / UNIT 1/ 7
Introduction of Highway
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Highway Engineering C3010 / UNIT 1/ 8
Introduction of Highway
First of all loose soil was used to be removed from the site of the
road and a trench, equal to width of carriage way excavated to depth so
that hard stratum is reached. At the bottom of the trench one or two layers
of large stones were laid in lime mortar. The thickness of this foundation
layer ranged from 10 20 cm. Over this, 25 40 cm thick layer of lime
concrete with large size broken stone aggregate was laid. Another layer
again 25 to 40 cm of lime concrete but using comparatively small size
broken stone aggregate was laid over the previously laid layer. Lastly 10
to 15 cm thick dressed large stone blocks, set in lime mortar were used as
wearing course. Seeing thickness of the road, it is obvious that these
roads must be very strong, but they cannot prove economical, when
compared with modern design methods.
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Highway Engineering C3010 / UNIT 1/ 9
Introduction of Highway
The interstices of the foundation stone layer were filled with stone
aggregate of smaller size. Compacted thickness of this layer was about 8
cm. Lastly the top wearing course was laid of walnut sized stones and
compacted to a thickness of about 5 cm. A cross slope of about 1 in 45
was used to be developed in the road surfaced by adjusting thickness
mainly in top and intermediate layers. Lastly, shoulders were also given
suitable cross slope, away from the edges of carriage way.
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Highway Engineering C3010 / UNIT 1/ 10
Introduction of Highway
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Highway Engineering C3010 / UNIT 1/ 11
Introduction of Highway
Over the intermediate coat, 4 cm thick gravel layer was used to act
as blinding and wearing layer. The finished surface used to have a cross
slope of 1 in 45. The remaining width of the foundation left untreated by
intermediate coats (two layers), on either side, was treated by lime
concrete. Lime was mixed with broken stone aggregate about 10-15 cm
size to prepare lime concrete, to be laid on either side of the road. This
treatment provided lateral stability to the road structure.
He, for the first time put forward entirely new concept of road
construction in 1827. He was a Scottish engineer and was surveyor
general of roads in England. Important characteristic of his concept are as
follows:
It was he who for the first time recognized the importance of sub-
grade compaction and drainage. To affect speedy surface drainage
he recommended suitable cross slope for the sub-grade.
It was he who realized for the first time that heavy foundation
stones are not at all necessary. If sub-grade is prepared properly
and kept well drained it can be very well bear the traffic load
transmitted to it through foundation layer, having smaller
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Highway Engineering C3010 / UNIT 1/ 12
Introduction of Highway
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Highway Engineering C3010 / UNIT 1/ 13
Introduction of Highway
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Highway Engineering C3010 / UNIT 1/ 14
Introduction of Highway
ACTIVITY 1
b. Romans roads
c. Moderns roads
crust construction.
GOOD LUCK.
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Highway Engineering C3010 / UNIT 1/ 15
Introduction of Highway
FEEDBACK ON
ACTIVITY 1
b. Metcalf
Experimented road construction with a graded mixture of
earth and gravel.
Method consisted of laying gravel upon a well drained and
dried sub-grade. It used to be compacted in due course of
time, by the action of the traffic using road.
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Highway Engineering C3010 / UNIT 1/ 16
Introduction of Highway
c. Telford
Used big sized stones in foundation wearing from 17-22 cm
to develop a firm base
Provided cross drains under foundation layer to keep the
sub-grade in dry condition
Level sub-grade on embankment or cutting was prepared in
the required width.
d. Macadam
Using entirely new concept of road construction.
Recognized the importance of sub-grade compaction and
drainage
Using a broken stone layer of few centimeter thickness can
sustain much heavier load than a thick layer of big size
stones
Size of the aggregate to be used in wearing course was
decided according to requirements of stability under the
effect of vehicles.
2.
a. Early roads.
After invention of wheel, animal drawn bullock carts continued to be
popular mode of transport for quite a long time. This necessitated
providing hard surface for wheeled carts. The first hard surface was
discovered in Mesopotamia at about 3500 B.C. Archeological
findings in Mohanjodaro indicate that about 3500 B.C Street was
paved.
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Highway Engineering C3010 / UNIT 1/ 17
Introduction of Highway
b. Romans roads.
In the ancient Rome era, more intensive system of roads was
developed. The roads radiating in many directions from Rome.
Some of those roads are said to be a very elaborate construction.
Many of the Roman roads are still in existence even after 2000
years. Romans were considered to be the pioneers in road
construction. With the fall of Roman Empire, the road building
technique became a lost art.
c. Modern roads.
In eighteenth century, improved construction methods for roads
again began to develop. Mr. Pierre Tresaquet developed an
improved method of construction in 1764 in France. At the time
when Mr. Pierre Tresaquet was busy in developing his road
construction method, Mr. John Metcalf was engaged in his
development in England. Metcalf constructed about 290 Km road in
northern region of England. Telford and Macadam were the
pioneers in road development in England. Telford believed in using
heavy foundation stones over the soil sub-grade, while Macadam
advocated the use of compacted crushed aggregate layer at the
bottom. Macadams method of road construction is still in use and
is named after his name.
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Highway Engineering C3010 / UNIT 1/ 18
Introduction of Highway
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Highway Engineering C3010 / UNIT 1/ 19
Introduction of Highway
Question
1. Describe brie the characteristic of road transport..
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Highway Engineering C3010 / UNIT 1/ 20
Introduction of Highway
Answer
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Highway Engineering C3010 / UNIT 1/ 21
Introduction of Highway
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
i
UNIT 2
OBJECTIVES
General Objective
Specific Objectives
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
The preliminary report which includes the plan must contain the
following aspects:-
a. The existence situation which is on physical shape and
scheme objective of the existence road.
b. The traffic situation based on the latest data (not more
than 3 years). A report should include content the total of
traffic user.
c. The alternative roads, which include the costing,
advantages and the environmental impact.
d. Road classification identify the road classification that is
to be built; highway or ordinary road.
e. Negotiation on the report and the result.
f. Budget the total of roadwork cost, bridges work and
earthwork approximately 20% from the previous budget.
The cost report should comprise the following:
Roadwork:-
- Site clearing cost.
- Earthwork cost.
- Pavement construction and road shoulder work
cost.
- Road furniture work.
- Facilities service work.
- Contingency stretch cost.
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
1. Site investigation.
2. Survey works and setting out.
3. Site clearing and top soil deletions.
4. Earth works.
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
ACTIVITY 2 A
Question
a.
b.
c.
d.
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
FEEDBACK ON
ACTIVITY 2 A
Answer
1. Site investigation.
2. Survey works and setting out.
3. Site clearing and top soil deletions.
4. Earth works.
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
a. Trial pits
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
b. Borings
c. Wash Borings.
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
The next step after recording all the available details on the
basic plan is to locate the center line of the proposed highway on it.
A number of trial lines are drawn on the plan, avoiding valuable
property, obstruction and difficult areas such as water-logged
areas, etc. Having thus selected the center-line on the plan, the
next step consist in transferring on to the field.
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
ACTIVITY 2 B
Question 1
2. State the three main factors which govern the depth of exploration.
a. _________________________________
b. _________________________________
c. _________________________________
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
FEEDBACK ON
ACTIVITY 2 B
Answer
1. a. Trial pits
b. Borings
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
Question
1. What are the procedures in identifying the construction of a new road.
2. Describe the following aspects: -
a. Preliminary Survey.
b. Setting Out
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
Answer
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
survey work is used in preparing a map, often called the basic plan
or Preliminary Survey Plan.
The next step after recording all the available details on the
basic plan is to locate the center line of the proposed highway on it.
A number of trial lines are drawn on the plan, avoiding valuable
property, obstruction and difficult areas such as water-logged
areas, etc. Having thus selected the center-line on the plan, the
next step consist in transferring on to the field.
2b. Setting Out
3. Trial pits
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TECHNIQE IN PLANNING AND PRE-
Highway Engineering CONSTRUCTION OF ROAD WORK C3010 / UNIT2
pits are the best method of exploring back filled areas and side
overlain by variable natural deposit.
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
UNIT 3
OBJECTIVES
General Objective
Specific Objectives
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
INPUT
3.0 INTRODUCTION
The earth work quantities are estimated based on longitudinal and transverse
section along the alignment of the road. In order to reduce the cost of
construction, it is necessary to plan the movement of materials from cuts to the
nearest fills. It is necessary to decide the limits of economical haul and lift. It is
advantageous to plot a mass haul diagram to compute the haulage details. The
swelling and shrinkage factor may also be considered in the excavation and
compaction of earth.
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
3.1.1 Excavation
a. Excavation equipment
Bull dozer and scraper may be used for shallow excavation work
and for hauling the earth for relatively short distances. Bull dozer is
considered to be versatile machine for many construction projects as it
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
may be used for clearing site. It can used for opening up pilot roads,
moving earth for short haul distances of about 100m and also in several
other jobs. Scraper is considered as one of the useful earth-moving
equipment as it is self operating - it can dig, haul and discharge the
material in uniformly thick layers. However scrapers are not capable of
digging very stiff material.
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
iii. Dragline
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
iv. Clamshell
v. Hoe
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
3.1.2 Embankment
i. to keep the sub grade above the high ground water table.
ii. to prevent damage to pavement due to surface water and capillary
water.
iii. to maintain the design standards of the highway with respect to the
vertical alignment.
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
a. Height
The height of the embankments depends on the desired grade line of the
highway and the soil profile or topography. Also the height of the fill is some
times governed by stability of foundation, particularly when the foundation soil is
week.
b. Fill material
c. Settlement
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
d. Stability Of Foundation
When the embankment foundation consists of weak soil just beneath are
at a certain depth below in the form of a weak stratum, it is essential to consider
the stability of the foundation against a failure. This is more essential in the case
of high embankment. The foundation stability is evaluated and the factor of
safety is estimated by any of the following approaches.
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
e. Stability Of Slopes
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
ACTIVITY 3A
3.2 Match the excavation equipment listed below with its description.
Then unite the words in the boxes provided.
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
HEIGHT
DESIGN ELEMENTS
IN HIGHWAY
EMBANKMENTS STABILITY
OF SLOPE
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
FEEDBACK ON
ACTIVITY 3A
3.1
EXCAVATION EMBANKMENTS
3.2
DRAGLINE
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
3.3
FILL
HEIGHT MATERIAL
DESIGN ELEMENTS
IN HIGHWAY
EMBANKMENTS STABILITY
OF SLOPE
SETTLEMENTS
STABILITY OF
FOUNDATION
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
There have several types of strata in the soil and rock. When the soil and
the rock are being cut and excavated, the stability of the content will
decrease, meanwhile, the renovating have to be done to get the slope
cutting ready and safe. The safety works are important to prevent
erosion and sloughing. Slope excavation takes place when the original
soil level higher then the level of new road formation to be built.
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
a. Landslide
Land slide is a problem that always happens in the work of slope cutting. It
is because the cut of soil influence the stability of the soil. There are a few ways
to overcome the problem.
Rock slope is dangerous because the area of cutting does not have stable
binding ability. If the failure of stone happen, it will cause the accident and
dangerous for us. There are some methods which had being used in our country
to overcome the problems.
b. Water Infiltration
Water infiltration in soil also influences the soil stability. Storey and soil
drainage system are important. Sub-soil drains are always used to control the
flow of infiltration.
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
Slope embankment takes place when the original soil is under the level of
new road formation to be built. Embankment slope is built by equivalent
or different types of materials depend on soil strata.
1:1.5
1.5 2.0m
1:1.8
1:2.0
1:0.5
Rock
1:1.0
Sand
1:2.0
Compact earth
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
6 15 1:1.8 1:2.0
( poorly graded sand ) 0 10 1:1.8 1:2.0
0 10 1:1.5 1:2.0
Rock
10 20 1:1.8 1:2.0
Clay 0-6 1:1.8 1:2.0
Landslide
There are some ways to overcome the problem.
Erosion
Soil erosion happens because of infiltration and the flow of water
run-off. To prevent the erosion, a few methods can be used:
ACTIVITY 3B
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
3.4 There are two types of side slope in Highway Engineering. Name the
types by filling in place below.
3.5 Match the two type slope as the answer from question 3.4 with its
description. Write the words in the boxes provided.
Its take place when the Its takes place when the
original soil is under the original soil level
level of new road formation higher then the
to be built. level of new road
formation to be
built.
3.6 Name the problems of the fffembankment slope by filling the chart
below.
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
Embankment Slope
FEEDBACK TO
ACTIVITY 3B
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
3.4
Cut Slope
Embankment Slope
3.5
Its take place when the Its takes place when the
original soil is under the original soil level
level of new road formation higher then the
to be built. level of new road
formation to be
Embankment Slope Cut
built.Slope
3.6
Embankment Slope
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Landslide Erosion
THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
Question 3 - 1
The excavation equipment commonly used in highway projects. Describe
about the machine as listed below.
a. Bulldozer and scraper.
b. Power shovel.
c. Hoe.
Question
Question 3
3 -- 2
2
Describe all the problems in slopes and the solution to overcome the
problem.
Question 3 - 3
There are several factors that contribute to the increase of design. Explain
briefly two factors that contribute to the increment.
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
Answer 3.1
Bull dozer and scraper may be used for shallow excavation work
and for hauling the earth for relatively short distances. Bull dozer is
considered to be versatile machine for many construction projects as it
may be used for clearing site. It can used for opening up pilot roads,
moving earth for short haul distances of about 100m and also in several
other jobs. Scraper is considered as one of the useful earth-moving
equipment as it is self operating - it can dig, haul and discharge the
material in uniformly thick layers. However scrapers are not capable of
digging very stiff material.
b. Power shovel
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Figure 1: Power Shovel
THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
c. Hoe
Figure 2: Hoe
Answer 3.2
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
Land slide is a problem that always happens in the work of slope cutting. It
is because the cut of soil influence the stability of the soil. There are a few ways
to overcome the problem.
Rock slope is dangerous because the area of cutting does not have stable
binding ability. If the failure of stone happen, it will cause the accident and
dangerous for us. There are some methods which had being used in our country
to overcome the problems.
v. Water Infiltration
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Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
Water infiltration in soil also influences the soil stability. Storey and soil
drainage system are important. Sub-soil drains are always used to control the
flow of infiltration.
Landslide
There are some ways to overcome the problem.
Erosion
Soil erosion happens because of infiltration and the flow of water
run-off. To prevent the erosion, a few methods can be used:
iii. Prepare the drainage system to let the water flow easily.
iv. Grow plants to cover the slope surface.
Answer 3.3
a. Height
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THE TECHNIQE OF PLANNING AND
Highway Engineering C3010 / UNIT3
PRE-CONSTRUCTION ROAD WORK
The height of the embankments depends on the desired grade line of the
highway and the soil profile or topography. Also the height of the fill is some
times governed by stability of foundation, particularly when the foundation soil is
week.
b. Fill material
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Highway Engineering C3010 / UNIT 4
ROADS CONSTRUCTION
MATERIALS & TESTING
UNIT 4
OBJECTIVES
General Objective
Specific Objectives
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Highway Engineering C3010 / UNIT 4
ROADS CONSTRUCTION
MATERIALS & TESTING
INPUT
ROAD CONSTRUCTION MATERIALS AND THEIR
FUNCTIONS
4.0 INTRODUCTION
The particles are bound together using bituminous materials and cement
which act as binders and develop a strong structure forming the crust of the road.
As such properties of all these materials are of great importance to the highway
engineers. A knowledge of their characteristics is useful in the design of road
structure.
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ROADS CONSTRUCTION
MATERIALS & TESTING
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Highway Engineering C3010 / UNIT 4
ROADS CONSTRUCTION
MATERIALS & TESTING
1. Gravel.
2. Course Sand.
3. Fine Sand.
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Highway Engineering C3010 / UNIT 4
ROADS CONSTRUCTION
MATERIALS & TESTING
4. Clay.
5. Colloids.
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ROADS CONSTRUCTION
MATERIALS & TESTING
shape of the bigger stone particles recommended is angular as they are
better resist the tendercy to deformation. Hence many specifications for
base-course require that the mixture of different materials used must
contain a specified percentage of crushed rock particles.
The surface texture of the large size soil particles greatly influences
their performance in granular soil mixtures. For example, the friction
developed on the grains of wind-blown and beach sands and of crushed
quartz is relatively low since the particles have slicked surfaces and as a
result thereof the mixture that contains large percentage of such materials
offer small resistance to deformation.
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ROADS CONSTRUCTION
MATERIALS & TESTING
Some complex reactions might develop in the soil mass as a result
of the addition of an additive as a stabilizer in the presence of an
appropriate chemical, resulting in the improvement of structural behavior
of the compacted soil mass.
All soil engineers agree that the properties of soils composed largely of
coarse grained materials are primarily controlled by the characteristics of the
particles but for soils composed largely of clays and colloids, the properties are
primarily controlled by the characteristics of the moisture film surrounding the
particles.
The effect of the change in moisture content is reflected in
three ways :
a. The effective diameter of the soil particle
changes with change in the moisture content.
The effect is more prominent in the clay
particles than in the sand particles. INFO
b. The soil particles have the property of
clinging to each other due to the existence of The effect of
increase in moisture
thin tensile forces in water films. These forces
content is to
are due to the surface tension. The force decrease the
strength of soil
exerted by surface tension decreases as the
moisture content increases.
c. The volume of the soil-mass as a whole
changes with the change in the moisture
content at the particle surface. The changes
in volume are more prominent in clays than in
sands and silts.
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ROADS CONSTRUCTION
MATERIALS & TESTING
4.3 EFFECT OF DENSITY ON THE BEHAVIOUR OF SOILS
Dry density of soil is the dry weight per unit volume of the material. The
soil mass consists of dry soil particles and air when in the dry state, and soil
particles, air and water when in the wet state. If the density of soil changes, say
increase, the quantity of soil solids in unit volume increases so that lesser voids
would be left for air and water.
Each of the three types mentioned under (a) above is one or the other
form of natural rock. The crushed road aggregate is prepared by quarrying
natural rock from the quarries having suitable road construction material and
crushing it to the required size. The coarse material which results from the
disintegration of natural rocks due to weathering, is carried away by water into
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Highway Engineering C3010 / UNIT 4
ROADS CONSTRUCTION
MATERIALS & TESTING
the rivers and is deposited as gravel. During transit, the particles are worn out by
attrition and become more or less rounded in shape with smooth surfaces. Sand,
on the other hand, is the final residue of resistant mineral grains resulting from
rock-weathering and has often been through many cycles of deposition and
weathering.
Blast furnace slag is, perhaps, the only artificially prepared aggregate
used in road construction. It is obtained as a by-product in the manufacture of
steel.
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ROADS CONSTRUCTION
MATERIALS & TESTING
All igneous rocks are subject to decomposition and weathering on
exposed surface or along fissures and also internally due to the chemical
instability of their minerals. In fact, these factors require time on geological
scale and so long as the quarried rock is fresh and reasonably sound, it is
unlikely to suffer from decomposition during the life of the road. A rock
which is badly decomposed, discoloured and is friable, should never be
used as road-stone.
Among the third general class of rocks, Hornfels which are formed
by the thermal metamorphism are the best from road-making point of
view. Gneiss and Granulite have the same road-making qualities as the
granites of coarse variety. Slate and Schist are quite unsuitable as road
stones.
4.4.2 Gravels
Gravel may consist entirely of one type of hard rock such as Flint or
Quartzite (silicious sedimentary variety) or may have a wider variety of
rocks of different types and hardnesses. Gravels of softer variety of rocks
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Highway Engineering C3010 / UNIT 4
ROADS CONSTRUCTION
MATERIALS & TESTING
are generally not available, though at places, limestone gravels also occur
and are used for the construction of roads, where other suitable material is
not available.
Sands
4.4.4 Slag
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ROADS CONSTRUCTION
MATERIALS & TESTING
become a very good aggregate, if it is manufactured under carefully-
controlled conditions.
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Highway Engineering C3010 / UNIT 4
ROADS CONSTRUCTION
MATERIALS & TESTING
ACTIVITY 4A
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ROADS CONSTRUCTION
MATERIALS & TESTING
4.3 There are 10 types of crushed rock aggregate given below and
hidden within the puzzle. You are required to identify the
aggregate and then write down into their categories given in the
table.
GRANITE CALCAREOUS
DOLORITE PORPHYRITE
G R A N I T E O U S A Z N X A
R A H M E N S Y E N I T E S G
A H B I L A B G U S A I U V R
N O R S A K M P S D G O J H I
U R E U I O U S F R E W A R L
L N Z I L L P E W R S A Y M L
I F M O H D I K A F A R I B A
T E B I N Y J C M J L D F H C
E L W E H N L M E K L D E G E
H S K O P A D O L O R I T E O
S H Y K C I P J R J U I D H U
P U C H J K T I K L R S D F S
B S C H I S T H M K H V C B E
W H J O P G O L B E G J K B Q
J Q P O R P H Y R I T E L G B
FEEDBACK ON
ACTIVITY 4A
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Highway Engineering C3010 / UNIT 4
ROADS CONSTRUCTION
MATERIALS & TESTING
4.1 a. Soil
b. Aggregates
c. Bituminous materials
d. Cement
4.2
Grain Size The size of the soil particles and the distribution of
varies sizes throughout a soil mass are important factors that
influence soil properties and performances.
4.3
G R A N I T E O U S A Z N X A
R A H M E N S Y E N I T E S G
A H B I L A B G U S A I U V R
N O R S A K M P S D G O J H I
U R E U I O U S F R E W A R L
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Highway Engineering C3010 / UNIT 4
ROADS CONSTRUCTION
MATERIALS & TESTING
L N Z I L L P E W R S A Y M L
I F M O H D I K A F A R I B A
T E B I N Y J C M J L D F H C
E L W E H N L M E K L D E G E
H S K O P A D O L O R I T E O
S H Y K C I P J R J U I D H U
P U C H J K T I K L R S D F S
B S C H I S T H M K H V C B E
W H J O P G O L B E G J K B Q
J Q P O R P H Y R I T E L G B
Question
1. The effect of the change in moisture content is reflected in three ways.
Describe two from the three ways that listed.
2. Describe the following aspects: -
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Highway Engineering C3010 / UNIT 4
ROADS CONSTRUCTION
MATERIALS & TESTING
a. Gravel.
b. Slag.
Answer
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Highway Engineering C3010 / UNIT 4
ROADS CONSTRUCTION
MATERIALS & TESTING
a. The effective diameter of the soil particle changes with change
in the moisture content. The effect is more prominent in the clay
particles than in the sand particles.
b. The soil particles have the property of clinging to each other due
to the existence of thin tensile forces in water films. These
forces are due to the surface tension. The force exerted by
surface tension decreases as the moisture content increases.
c. The volume of the soil-mass as a whole changes with the
change in the moisture content at the particle surface. The
changes in volume are more prominent in clays than in sands
and silts.
2.
i. Gravels
ii. Slag
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Highway Engineering C3010 / UNIT 4
ROADS CONSTRUCTION
MATERIALS & TESTING
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Highway Engineering C3010 / UNIT 5
ROADS CONSTRUCTION
MATERIALS & TESTING
UNIT 5
OBJECTIVES
General Objective
Specific Objectives
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Highway Engineering C3010 / UNIT 5
ROADS CONSTRUCTION
MATERIALS & TESTING
INPUT
BITUMINOUS MATERIAL
5.0 INTRODUCTION
a. It acts as a cushion for the surface material and absorbs the kneading
action of traffic. The abrasive action of the wheels of a vehicle is also
resisted. This enhances the life of the pavement.
b. It seals the surface of the road against ingress of water, provided the
granular material used is dense-graded.
c. It binds the surface particles together and loss of material from the
surface by suction under the body of the moving vehicle, is thus
checked.
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ROADS CONSTRUCTION
MATERIALS & TESTING
d. If a properly selected bituminous material is used, it resists the action
of weathering agencies, like the wind and the sun and ensures a long
life for the pavement.
5.2 DEFINITIONS
The terms bitumen and asphalt are often confused. They actually refer to
the same material and different agencies use either of the two names. Some
standard definitions, almost universally accepted are given below :
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ROADS CONSTRUCTION
MATERIALS & TESTING
5.2.4 Solid Bituminous Materials.
Emulsions, cut-backs and road oils are liquids, asphalt cements are semi-
solids and powdered asphalts are solids. Tars are both liquids and semi-solids,
depending upon the particular grade.
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ROADS CONSTRUCTION
MATERIALS & TESTING
good road construction materials. Experience in United States of America,
France and other foreign countries has shown that road surfaces
constructed with these materials are extremely durable and stable. The
percentage of bituminous material in these stones varies from 4.5 to 18 %.
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Highway Engineering C3010 / UNIT 5
ROADS CONSTRUCTION
MATERIALS & TESTING
characteristics to a very viscous material having excellent binding
characteristics and requiring heat to become workable. These oils set very
slowly and are employed where the same consistency of binder is desired
both at the time of processing and after the curing period has elapsed.
They are designated by the letters SC, and range from light liquid SC-0 to
semisolid SC-5 consistencies. It may be noted here that higher the
number following the letters SC, the higher is the asphalt content with a
corresponding decrease in the quantity of fluxing oil. The application
temperatures may range from 500C to 3750F.
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Highway Engineering C3010 / UNIT 5
ROADS CONSTRUCTION
MATERIALS & TESTING
letters RC and range from RC-0 to RC-5 consistencies. Here also, the
higher the number, the higher is the quantity of asphaltic cement. Rapid
curing products are employed when a quick change from liquid state of
application back to original asphaltic cement is desired.
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Highway Engineering C3010 / UNIT 5
ROADS CONSTRUCTION
MATERIALS & TESTING
in the mixing of the two materials, resulting in a liquid end-product. The
process of mixing consists in dispersing minute globules of asphalt in
water in the presence of the emulsifier.
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Highway Engineering C3010 / UNIT 5
ROADS CONSTRUCTION
MATERIALS & TESTING
of patented mixes. The principal advantage in using powdered asphalts is
that it is in effect, using asphalt cement in a cold mix.
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Highway Engineering C3010 / UNIT 5
ROADS CONSTRUCTION
MATERIALS & TESTING
ACTIVITY 5
It acts___________ It seals__________
________________ ________________
________________ ________________
________________ ________________
Functions Of
Bituminous
Materials
It resists_________ It binds__________
________________ ________________
________________ ________________
________________ ________________
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ROADS CONSTRUCTION
MATERIALS & TESTING
5.3 Match these paving asphalt with its their categories.
EMULSION
LIQUID
ASPHALT CEMENT BITUMINOUS
MATERIALS
POWDERED ASPHALT
SEMI-SOLID
BITUMINOUS
TARS MATERIALS
SOLID
CUT-BACKS BITUMINOUS
MATERIALS
ROAD OILS
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Highway Engineering C3010 / UNIT 5
ROADS CONSTRUCTION
MATERIALS & TESTING
FEEDBACK ON
ACTIVITY 5
It binds the surface particles together and loss of material from the
surface by suction under the body of moving vehicle.
It resists the action of weathering agencies and ensures a long life for
pavement.
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Highway Engineering C3010 / UNIT 5
ROADS CONSTRUCTION
MATERIALS & TESTING
5.3
EMULSION
LIQUID
ASPHALT CEMENT BITUMINOUS
MATERIALS
POWDERED ASPHALT
SEMI-SOLID
BITUMINOUS
TARS MATERIALS
SOLID
CUT-BACKS BITUMINOUS
MATERIALS
ROAD OILS
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Highway Engineering C3010 / UNIT 5
ROADS CONSTRUCTION
MATERIALS & TESTING
BYE - BYE
Question
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ROADS CONSTRUCTION
MATERIALS & TESTING
1. Describe the purpose of using a bitumen binder in road
construction.
2. Describe the definition of following aspects: -
i. Liquid Bituminous Materials.
ii. Solid Bituminous Materials
3. State the classification of paving asphalt.
Answer
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ROADS CONSTRUCTION
MATERIALS & TESTING
a. It acts as a cushion for the surface material and absorbs the
kneading action of traffic. The abrasive action of the wheels of a
vehicle is also resisted. This enhances the life of the pavement
b. It seals the surface of the road against ingress of water,
provided the granular material used is dense-graded.
c. It binds the surface particles together and loss of material from
the surface by suction under the body of the moving vehicle, is
thus checked.
d. If a properly selected bituminous material is used, it resists the
action of weathering agencies, like the wind and the sun and
ensures a long life for the pavement.
2.
1. Liquid Bituminous Materials.
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Highway Engineering C3010 / UNIT 5
ROADS CONSTRUCTION
MATERIALS & TESTING
c. Asphalt Cements (AC)
d. Emulsified Asphalts.
e. Powdered Asphalts.
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Highway Engineering C3010 / UNIT 6
CONSTRUCTION OF THE
FLEXIBLE PAVEMENT
UNIT 6
OBJECTIVES
General Objective
To understand general items of flexible pavement constructions.
Specific Objectives
At the end of the unit you should be able to:-
identify the structural element of flexible pavement.
describe the functions of each layer in flexible pavement.
explain the process of constructing the flexible pavement.
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Highway Engineering C3010 / UNIT 6
CONSTRUCTION OF THE
FLEXIBLE PAVEMENT
INPUT
6.0 INTRODUCTION
The pavement is the hardest layer of the road structure. It does not
include the side walk of the road. Its location is on the ground formation on sub-
grade. It is away of traffic. The nature of the soil is usually not strong enough to
stand the weight of the heavy vehicles and does not have a balanced surface.
That is why the pavement layer should be constructed on original ground surface
so that the force can be divided equally. This is to ensure that road user will have
a save and comfortable journey. There are two types of pavement, namely
Flexible Pavement and Rigid Pavement.
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Highway Engineering C3010 / UNIT 6
CONSTRUCTION OF THE
FLEXIBLE PAVEMENT
The structure of the road mainly consists of the following layers.
ii. Sub-base.
Surface layer
Construction Depth
Road Base
Sub-base
Figure 6.1
6.2 FUNCTIONS OF FLEXIBLE PAVEMENT
6.2.1 SUB-GRADE
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Highway Engineering C3010 / UNIT 6
CONSTRUCTION OF THE
FLEXIBLE PAVEMENT
expected ones, it is given suitable treatment to impart improvement in its
performance.
1. C.B.R test
SUB-BASE
Support the road base and spreads the force to the sub-grade.
Prepares the drainage using rough materials.
Prepares a cover at any layer that is constructed.
Bears the pressure from heavy vehicles so the sub-grade will not
crack.
Prevent the sub-grade from traffic flow.
BASE
Base or road base is the main course to absorb force from surface
directly and spread the force to the thickest layer. This layer is normally
made from broken stones which may be bounded or unbounded. It is used
to help spread traffic load on large area of sub-grade so that the stress
intensity remains within the capabilities of the sub-grade. Thus undue
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CONSTRUCTION OF THE
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deformation caused by the consolidation of the sub-grade is prevented.
This layer is evaluated by plate bearing test or stabilometer test.
SURFACE
a. Base Course
In resurfacing, this layer is usually known as a binder course. It is
the second layer before the wearing course. The function is to
spread the force from the surface.
b. Wearing Course
The wearing course is the top most layers in a pavement. The
functions of this layer are as follows:
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Highway Engineering C3010 / UNIT 6
CONSTRUCTION OF THE
FLEXIBLE PAVEMENT
ACTIVITY 6A
6.1 Label the layers of the flexible pavement roads given below.
Construction
Depth
6.2 Write down the short notes about the functions of each layer
of the flexible pavement.
SURFACE_________________________________________
__________________________________________________
__________________________________________________
__________________________________________________
__________________________________________________
ROAD BASE_______________________________________
__________________________________________________
__________________________________________________
__________________________________________________
__________________________________________________
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CONSTRUCTION OF THE
FLEXIBLE PAVEMENT
SUB BASE_________________________________________
__________________________________________________
__________________________________________________
__________________________________________________
__________________________________________________
SUB GRADE_______________________________________
__________________________________________________
__________________________________________________
__________________________________________________
__________________________________________________
6.3 What are the differences between base course and wearing
course in the surface layer?
SURFACE
LAYER
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CONSTRUCTION OF THE
FLEXIBLE PAVEMENT
FEEDBACK ON
ACTIVITY 6A
Sub-grade
6.2
SURFACE is the top layer of the road pavement. It provides a
smooth and dense surface. It provides water tight surfaces
against filtration of surface water.
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CONSTRUCTION OF THE
FLEXIBLE PAVEMENT
6.3 SURFACE
LAYER
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CONSTRUCTION OF THE
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6.3 FLEXIBLE PAVEMENT CONSTRUCTION PROCESS
Base formation covers with 50-75mm sand layer or quarry dust and
will be compacted with 8-10 tone compactors. This job must be done to
prevent the clay from absorbing into the stone layer of sub-base and
reduce the shear strength of the pavement.
After the sub-base has been prepared with list materials, it will be
placed and constructed into two layers if the thickness is more then
150mm. Every layer will be compacted according to the plan. Sub-base
layer must be compacted carefully with compactor machine. Compactors
with rubber roller can compact 120mm layer in 12 times. Compacting
should start from the side of the road hen slowly towards the middle of the
road in horizontal way. In super-elevated bends compaction machine will
start at the lowest part and slowly towards the higher level. The finished
part not be more than 20mm from the plan.
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CONSTRUCTION OF THE
FLEXIBLE PAVEMENT
Base course is built on one layer only with a pavers machine. After
this layer is constructed, it is placed before it is compacted. The surface is
checked and corrected if there are any differences.
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CONSTRUCTION OF THE
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The compacting must be done immediately. It should be compacted
from the side towards the middle of the road. It there is a super elevated
bend, then it should be compacted from lower part to higher part. The type
of compactors must be according to the specifications.
LEVELLING
ELEVATION WIRE
CONVERYER
PUT AND FIT
PAVEMENT
BITUMEN
HOPPER
CONVERYER
PLAN
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Highway Engineering C3010 / UNIT 6
CONSTRUCTION OF THE
FLEXIBLE PAVEMENT
ACTIVITY 6
4.________________ 3.________________
_________________ _________________
_________________ _________________
_________________ _________________
_______________________________________
_______________________________________
_______________________________________
_______________________________________
_______________________________________
_______________________________________
_______________________________________
_______________________________________
_______________________________________
_______________________________________
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CONSTRUCTION OF THE
FLEXIBLE PAVEMENT
FEEDBACK ON
ACTIVITY 6
6.4
1. Preparing the sub- 2. Constructing and
grade layer. compacting the sub
base.
6.5
Road surface is constructed with bitumen
materials such as concrete asphalt and
bitumen.
The base course must be prepared first.
Prime coat is poured onto the road base
surface to be a binder between the layers.
The base course is built on one layer only
using the pavers machine.
It is compacted and checked for any problems
that may occur after the process.
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CONSTRUCTION OF THE
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Question
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Highway Engineering C3010 / UNIT 6
CONSTRUCTION OF THE
FLEXIBLE PAVEMENT
Answer
1.
SUB-GRADE
1. C.B.R test
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Highway Engineering C3010 / UNIT 6
CONSTRUCTION OF THE
FLEXIBLE PAVEMENT
2. Plate bearing test
SUB-BASE
Support the road base and spreads the force to the sub-grade.
Prepares the drainage using rough materials.
Prepares a cover at any layer that is constructed.
Bears the pressure from heavy vehicles so the sub-grade will not
crack.
Prevent the sub-grade from traffic flow.
BASE
Base or road base is the main course to absorb force from surface
directly and spread the force to the thickest layer. This layer is normally
made from broken stones which may be bounded or unbounded. It is used
to help spread traffic load on large area of sub-grade so that the stress
intensity remains within the capabilities of the sub-grade. Thus undue
deformation caused by the consolidation of the sub-grade is prevented.
This layer is evaluated by plate bearing test or stabilometer test.
SURFACE
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CONSTRUCTION OF THE
FLEXIBLE PAVEMENT
force from the surface. The wearing course is the top most layers in a
pavement. The functions of this layer are as follows:
Base course is built on one layer only with a pavers machine. After
this layer is constructed, it is placed before it is compacted. The
surface is checked and corrected if there are any differences.
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Highway Engineering C3010 / UNIT 6
CONSTRUCTION OF THE
FLEXIBLE PAVEMENT
Finally wearing course is prepared. Like always, base course
should be cleaned before tack coat is poured. The compacting job
is done the same way as the base course.
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Highway Engineering C3010 / UNIT 7
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
UNIT 7
OBJECTIVES
General Objective
To understand the general element in constructing rigid/concrete pavement
Specific Objectives
At the end of the unit you should be able to:-
identify the structural element of rigid pavement.
describe the functions of each layer in the rigid pavement.
explain the construction process of the rigid pavement.
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Highway Engineering C3010 / UNIT 7
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
INPUT
7.0 INTRODUCTION
Cement concrete roads are very high standard. They are costliest than all
other types of roads. These roads provide excellent riding surface and pleasing
appearance. They are called rigid pavements because they do not allow any
flexibility.
Advantages
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CONSTRUCTION OF
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c. Considering their life span, maintenance cost etc, cement concrete
roads prove cheaper than bituminous roads.
d. Maintenance cost is negligible.
e. Their life span is very large.
f. Even after their span of life, they can be used as base course and
surfacing can be provided of bituminous materials.
g. Heating of aggregates and cement is not to be done.
h. They provide better visibility.
i. Working with cement concrete is much easier and safer than with
bituminous materials.
j. Cement concrete roads offer comparatively less attractive
resistance.
k. In high class cement concrete roads heavy rollers are not required
for compaction.
l. Handling of cement is easier than bitumen.
m. They perform quite satisfactorily when laid on poor types of sub
grades.
Disadvantages
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CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
Cement concrete roads can be of following types. Out of all these types,
cement concrete slab roads, are most commonly used, and hence construction
details of this type of road are discussed in this topic.
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CONSTRUCTION OF
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or coarse aggregate of 36 to 50 mm size is laid in 125 cm thickness. This
coarse aggregate layer is rolled lightly dry to a compacted thickness of
about 10 cm. Minimum size of coarse aggregate should not be less than
20 mm as sufficient void spaces are to be deliberately left in this rolled
layer.
Cement and sand are taken in ration of about 1:2 and grout is
prepared by adding sufficient quantity of water in it. Cement-sand mix,
having one bag cement, requires about 35 liters water to form a fluid
mortar to be used as grout. The grout so prepared is poured over the
lightly rolled macadam layer and allowed to seep into the voids
deliberately left in the macadam layer.
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CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
aggregate varying in size between 36 mm and 50 mm and spread it on the
prepared base. This layer is rolled dry to get a compacted thickness of
about 5 cm. Cement and sand are taken ratio of 1:2 and a stiff mortar is
made, using appropriate quantity of water (30 liters / cement bags).
e. Crete-ways
Crete ways are track ways made with the help of cement concrete.
In village roads there is generally bullock cart traffic. It was originally
thought that if only that portion of the road is treated with concrete where
wheels of cart are to move lot of savings can be affected because width of
treatment to be provided shall be very small. In Crete ways, only 60 70
cm wide two parallel concrete strips, at centre to centre spacing of about
1.5 meters are constructed. The space between strips is left untreated or
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CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
may be treated with very inferior type of material. Thickness of strip may
vary from 10 15 cm.
Crete ways strips may be pre cast and then laid on the prepared
sub grade or they may be constructed by laying concrete directly at the
site, just in the same way as ordinary cement concrete roads. Crete ways
did not become popular due to following reasons:
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Highway Engineering C3010 / UNIT 7
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
INPUT
Cement concrete
pavement
Sub grade
Figure 8.1
Sub grade is concerned its most important property is not the actual
strength but uniformity of support. Sub base course of concrete road may be
made of Water Bound Macadam, granular material, or stabilized soil. In the case
of Water Bound Macadam base, thickness should be at least 15 cm and any new
layer of sub base should have been under traffic for some days to get properly
compacted.
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CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
In short, the road surface is divided into panels. After this cement
concrete is filled in alternative panels or bays both longitudinally and
transversely. Size of the bay may be anything like 4 X 4 m, 3.6 X 4.6 m or
so. After a lapse of about one weak, remaining left out bays are also filled
with cement concrete. The object of adopting alternate bay system of
construction is to allow sufficient time to settle and shrink before adjoining
bays are filled. The method reduces the possibilities of developing
shrinkage base cracks. This system of construction suffers from following
draw backs:
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The only advantage of this method of construction is that joints can be
easily constructed. Figure 8.2 shows formation of bays on the surface of the
road. A, B, C bays are filled first and A, B, C bays subsequently after a laps of
about one week.
C
A B
C
A B C
Figure 8.2
b. Continuous Construction
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be adopted for construction at a time and remaining
lanes may continue to be used by the traffic. Although
traffic will face difficulties but there is no need
diversion.
Slab to be laid
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RIGID/CONCRETE PAVEMENT
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CONSTRUCTION OF
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ii. Two layers of Water Bound Macadam may consists of
stone, hard rock, dense blast furnace slag, brick
aggregate or any other granular material which is not
likely to soften under action of water.
iii. Well graded soil gravel mixture.
iv. Soil stabilized with 3 4 % lime or cement.
v. Lime concrete or lean concrete giving 28 days
compressive strength in the field as 40 60 kg / cm 2.
vi. Existing macadam sub base.
vii. Existing black top surface sub base.
From i to v, all the points are for new constructions and can be
adopted as per design requirements. But vi and vii points are for existing
sub base and thus have been given in details:
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c. Fixing Of Forms.
Channel
Spike of
Needles
A A
PLAN
Prepared Sub-
grade
Section at A-A
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CONSTRUCTION OF
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disappeared but while concrete is still plastic; the surface of the slab
should be tested for trueness with the help of 3 m straight edge.
After belting and brooming and before the concrete has taken initial
set, the edges of the slab should be carefully finished with an edger of 6
mm radius.
25 CM
ELEVATION
10 CM
PLAN
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Highway Engineering C3010 / UNIT 7
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
i. Curing
This check is done after curing period when curing sand has been
removed from the surface. Undulations in the surface should not exceed 6
mm in length of 3 m.
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CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
After curing period, and before the pavement is opened to traffic, all
the joints should be cleared of intruded materials and suitable sealing
material put into them.
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Highway Engineering C3010 / UNIT 7
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
INPUT
a. Expansion joints
b. Contraction joints
c. Warping or hinged joints
Expansion joints provide space into which pavement can expand. These
joints release compressive stresses developed in the concrete slab. Expansion
joints also relieve stresses caused by construction and warping.
Warping joints relieve stresses due to warping effect develops in the slab.
These joints are commonly used for longitudinal joints dividing the pavement into
lanes. Warping tendencies are set up in the concrete slab due to temperature
difference between top and bottom of the slab. At 12 noon the temperature at the
top surface of the slab will be higher than that at the bottom. This causes top
fibres of the slab to expand by larger amount than the bottom fibres and slab
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CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
warps down wards at the edges. Similarly at 12 night, the temperature of the
bottom of the slab is higher than the temperature at the top of the slab and slab
warps upwards at the edges. Weight of the slab tries to prevent this warping of
the slab and thus warping stresses are set up. Intensity of warping stress is
maximum at the interior and minimum at the edges.
a. Tranverse Joints
Tie Bars
Contraction Joints
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CONSTRUCTION OF
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Dowel Bars Staggered Transverse Joints
Longitudinal Joints
Cracks
Skew Joints
Cracks
Tie Bars
i. expansion joints
ii. contraction joints
iii. warping joints
iv. construction joints
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b. Longitudinal Joints.
Joints are place where continuity of the concrete slabs is broken. These
joints if not filled with proper material and allowed to remain open, grit may be
filled in them and subsequently during hot day, the slab may be pushed apart
due to expansion in the slab. Expansion not being allow at the joint due to muck
filled in it. During rains, water will infiltrate through joints into the soil sub grade
thus damaging it. This also results in mud pumping, specially where sub-grade is
made of expensive soils.
Due to above mentioned difficulties; the joints must be filled with such a
material which is compressible, elastic and durable. A material, which is used for
filling the joints, is known as fillers. Some depth at the top of the joints is filled
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CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
with a material which could seal the joints completely against the entrance of
water. The material which is used for sealing the joint is known as sealer.
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Highway Engineering C3010 / UNIT 7
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
7.7 FUNCTIONING OF FILLERS AND SEALERS
Sealer
1. Figure shows the positions of
the filler and sealer at normal
temperature.
Joint Filler Sealer
Oughing Out
Similarly, due to increase gap, sealing film will become thin. If sealer
material is extensible, it will maintain continuity and if its elongation capacity is
poor, it may crack as shown above. So, if defective materials have been used as
fillers and sealers, the difficulty shown above may arise and render the joint
permeable, through which water or other foreign matter may enter the gap and
may affect sub-grade or displace the slabs.
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CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
ACTIVITY 7
Question
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Highway Engineering C3010 / UNIT 7
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
FEEDBACK ON
ACTIVITY 7
Answer
1.
i. Cement concrete slab pavements
ii. Cement grouted macadam pavements
iii. Roller concrete layer pavements.
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Highway Engineering C3010 / UNIT 7
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
Question
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Highway Engineering C3010 / UNIT 7
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
Answer
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Highway Engineering C3010 / UNIT 7
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
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Highway Engineering C3010 / UNIT 8
HIGHWAY DRAINAGE
UNIT 8
HIGHWAY DRAINAGE
OBJECTIVES
General Objective
Specific Objectives
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Highway Engineering C3010 / UNIT 8
HIGHWAY DRAINAGE
INPUT
Due to percolation, if water table does not rise near of the road sub-grade,
it does not create any problem as it does not affect the road sub-grade. If water
table rises to the vicinity of road sub-grade, it requires to be lowered as it will
definitely affect road sub-grade. Measures adopted to lower the subsoil water
table are called sub surface drainage.
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HIGHWAY DRAINAGE
One of the major causes of road failure is its improper drainage. Improper
drainage of the road causes destruction in the following ways:
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HIGHWAY DRAINAGE
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Highway Engineering C3010 / UNIT 8
HIGHWAY DRAINAGE
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Highway Engineering C3010 / UNIT 8
HIGHWAY DRAINAGE
INPUT
SURFACE DRAINAGE
Except in hilly areas, where easy gradients are available along the main
streams, location of a highway along the streams involves construction of a large
number of drainage structures at immense cost, which, if possible should be
carefully avoided. Construction of high embankments involves erosion problems
which require careful handling. This fact may also be taken into account while
locating a highway. Drainage is, thus one of the essential considerations for the
location of a highway.
Side ditches are used along the roadway in cuts and on ground that is
fairly level and sometimes adjacent to embankments to prevent road water from
flowing over cultivated or otherwise improved land. These ditches are usually V-
shaped or trapezoidal, the former being generally preferred. However, the
trapezoidal ditches have a higher capacity.
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Highway Engineering C3010 / UNIT 8
HIGHWAY DRAINAGE
All these items should be carefully studied before arriving at the Design
Discharge. For practical purposes, it may be assumed that for storms lasting 40
minutes or more a portion of water that falls on the adjoining lands also comes to
the ditches. The design of cross section whether V-shaped or trapezoidal should
be based upon these considerations.
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HIGHWAY DRAINAGE
0.3
to 0.6
to Shoulder
0.45m Slope
1.0m
45 to 60 cm
Intercepting Ditch
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HIGHWAY DRAINAGE
The primary function of a road side drainage ditch is to remove the surface
water efficiently. The ditch, therefore, should have adequate capacity to carry the
peak rate of run-off throughout the life of the roadway. This means that ditch
should maintain its originally designed cross-section and should neither erode
nor silt up. For this purpose, the slopes of the ditches are kept mild to protect the
ditch against erosion grass may be grown in it.
Kerbs and gutters are essential for the city streets to drain off the water
quickly and to maintain the cleanliness required. Usually, a kerb and gutter
combination is employed for the purpose. It is cast in concrete as one piece
though kerb and gutter combinations cut from stones are also employed for the
purpose.
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Highway Engineering C3010 / UNIT 8
HIGHWAY DRAINAGE
The kerb and gutter combination are fixed at the edge of the roadway and
gullies are placed at suitable intervals. The gutters slope towards gully from both
sides and a longitudinal gradient of 1 in 100 to 1 in 120 is given to these. The
water from the gutter flows through the grating into the gully and is drained off
through an outlet pipe to a water sewer, which takes the water away to a natural
water channel.
Outlet
Pipe
14 cm
27 cm
SECTION AT GULLY
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HIGHWAY DRAINAGE
SLOPE: 1 IN 12
4 cm
20 cm
16 cm
15 cm
60 cm
Pavement Surface
10 cm
30 cm
30 cm
8 cm
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HIGHWAY DRAINAGE
Pipe drains as water sewers are widely used for removing surface water
and are sometimes desirable for carrying the water along roadways when
sufficient widths of right-of-way are not available for suitable ditch construction.
Vitrified clay sewer pipes and concrete sewer pipes are the most suitable.
Sewers properly designed and constructed in brick masonry are also used for the
purpose. In soils where settlement may occur, corrugated metal pipe is used. All
sections of corrugated metal pipe are connected with metallic bands.
Inlets are the openings from gutters or ditches into pipe drains or culverts
and are of various types. Along a rural highway, it may simply be a V-shaped or
straight concrete headwall with or without a paved approach. Drop inlets are
used where water has to be discharged into a drain or a culvert at a lower level.
Catch basins and manholes are usually of circular shape and are
generally connected to the drop inlets of pipe drains. They are spaced 150 to 300
meters apart depending upon the individual design requirement and are meant
for inspection.
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Highway Engineering C3010 / UNIT 8
HIGHWAY DRAINAGE
INPUT
Stability and strength of the road surface depends upon the strength of the
sub grade. Sub-grade is the foundation layer of the road whose strength largely
depends upon its moisture content. With increase in moisture content, the
strength of the sub-grade decreases.
The first three methods of entrance of moisture are concerned with free
water, and last three methods are connected with ground water. In the case of
sub-surface drainage of the roads, every effort should be made to reduce the
change or variation in moisture content to minimum. It is better if sub-grade is
always kept dry, but in rainy season, some change in moisture content if sub-
grade is inevitable. It should be remembered that by provision of sub-soil
drainage, only gravitational water can be drained off, vapour water and cappillary
water cannot de drained by this system.
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Highway Engineering C3010 / UNIT 8
HIGHWAY DRAINAGE
If underground water table is more than 1.5 m below the sub-grade of the
road, it does not require any sub soil drainage. But if it is closer than this, the
best remedy is to raise the road formation to such a height that sub grade
remains at least 1.2 m above the highest water table. But if due to other
consideration, it is not possible to increase the height of formation, and sub-
grade soil being drainable, deep side trenches should be constructed on both
sides of the road to lower the water table. These trenches are provided with drain
pipes and filled at the top by filter sand. The depth of trenches depends upon
amount of lowering of water table, lateral distance between trenches and type of
sub-grade soil.
If the sub-grade soil is of retentive type, only side trench drains may not
prove adequate, as at the centre of the pavement lowering of water table may not
take place up to the desired level. In that case, transverse drains may have to be
provided at suitable intervals along with the side longitudinal drains. Transverse
drains may be pipe drains or trapezoidal trench drains filled with stone or rubble.
Stone or rubble filled transverse drains are also called french or blind drains.
Transverse drains collect percolating water from the width of the pavement and
discharge it into the side drains. Transverse pipe drains are given a little slope
towards the side drains. The filter material surrounds the transverse trenches and
the top of these trenches is filled with graded rubble, the bigger size rubble being
nearer the pipe.
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Highway Engineering C3010 / UNIT 8
HIGHWAY DRAINAGE
Sloping Ground
Pavement
Clay seal
Zone of Original
Filter Material
seepage flow Seepage
Flow
Lowered Seepage
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HIGHWAY DRAINAGE
If capillary rising water in very near to sub-grade of the road and is likely to
affect its strength, steps should be taken to arrest the capillary rise of water. In
the case of seepage, arresting of capillary rise is more useful than lowering the
water table. In fact lowering of under ground water table is only economical
method when sub-grade soil is of permeable type. In case of sub-grade having
retentive type of soil, drainage is very difficult and costly and checking its rise by
capillary cut-offs proves more economical.
Granular
Material
Capillary Rise
Highest Waterhttp://modul2poli.blogspot.com/
Table
Highway Engineering C3010 / UNIT 8
HIGHWAY DRAINAGE
Impermeable
Layer
Capillary Rise
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HIGHWAY DRAINAGE
INPUT
CROSS DRAINAGE
When a stream or river happens to cross the road alignment, facilities for
cross drainage has to be provided. When road alignment gets away from the
ridge line, the rain water on the area incircled by ridge and road alignment has to
be passed from one side of the road to the other lower side. At the point of
crossing, mansory structure known as cross drainage work or drainage structure
has to be constructed.
The commonly used cross drainage structure are the culverts and small
bridges. When linear water way between the inside faces of abutments of a
drainage structure is less than 6m, it is called a culvert. When linear water way
exceeds 3m, the cross drainage work is called a bridge. Thus culvert is just a
small bridge. Across small streams, culverts are constructed but in case of large
streams or rivers, bridges are constructed.
Slab culvert, Boc culvert, Arch culvert and Pipe culvert are the usual types
of culverts most commonly used for cross drainage works.
a. Pipe Culverts
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HIGHWAY DRAINAGE
Pipes may be made of stone ware, concrete, etc. Pipes should be laid
on 15 cm cement concrete bedding. A protective rubble apron should
be provided in sandy or clay beds.
Road Surface
b. Slab Culvert
These culverts have masonry abutments with stone slab over them. In
localities where stone is easily available, these culvert are mostly used.
These culverts are mostly used up to about 2 m span. Where stone
patties are not available, Rein-concrete slabs are used. Rein-concrete
slabs are designed as simply supported slabs. Span of rein-concrete
slab may be about 3 m.
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HIGHWAY DRAINAGE
Bed Pitching
These culverts are constructed where the nature of the soil below the
foundation is not suitable for individual footing under piers and
abutments. It is a monolithic rectangular drainage structure. The size of
the rectangular passage should not be less than 60cm X 60 cm for
easy cleaning of debris. Short span box cilverts can be precast.
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HIGHWAY DRAINAGE
d. Arch Culvert
This culvert is preferred under the conditions where high fillings are
envolved and there are heavier loadings on the culvert. Arches may be
built from brick, or stone masonry, or plain cement concrete. Span of
each arch should be kept less than 3 m.
Road Surface
Arch
Abutment
Bed Pitching
ACTIVITY 8
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Highway Engineering C3010 / UNIT 8
HIGHWAY DRAINAGE
Question
FEEDBACK ON
ACTIVITY 8
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Highway Engineering C3010 / UNIT 8
HIGHWAY DRAINAGE
Answer
1. Slab culvert, Box culvert, Arch culvert and Pipe culvert are the
usual types of culverts most commonly used for cross drainage
works.
2. Kerbs and gutters are essential for the city streets to drain off the
water quickly and to maintain the cleanliness required. Usually, a
kerb and gutter combination is employed for the purpose. It is cast
in concrete as one piece though kerb and gutter combinations cut
from stones are also employed for the purpose.
The kerb and gutter combination are fixed at the edge of the
roadway and gullies are placed at suitable intervals. The gutters
slope towards gully from both sides and a longitudinal gradient of 1
in 100 to 1 in 120 is given to these. The water from the gutter flows
through the grating into the gully and is drained off through an
outlet pipe to a water sewer, which takes the water away to a
natural water channel.
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Highway Engineering C3010 / UNIT 8
HIGHWAY DRAINAGE
Question
1. What are the requirements for highway drainage? Describe the
entire requirement.
2. Draw and describe the following aspects: -
a. Box culvert.
b. Arch culvert
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HIGHWAY DRAINAGE
Answer
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Highway Engineering C3010 / UNIT 8
HIGHWAY DRAINAGE
2. Box Culvert
These culverts are constructed where the nature of the soil below the
foundation is not suitable for individual footing under piers and
abutments. It is a monolithic rectangular drainage structure. The size of
the rectangular passage should not be less than 60cm X 60 cm for
easy cleaning of debris. Short span box cilverts can be precast.
Arch Culvert
This culvert is preferred under the conditions where high fillings are
envolved and there are heavier loadings on the culvert. Arches may be
built from brick, or stone masonry, or plain cement concrete. Span of
each arch should be kept less than 3 m.
Road Surface
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HIGHWAY DRAINAGE
Arch
Abutment
Bed Pitching
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Highway Engineering C3010 / UNIT 9
Traffic Control Devices and Road
Furniture
UNIT 9
OBJECTIVES
General Objective
To understand the general information of traffic control device and road furniture.
Specific Objectives
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Highway Engineering C3010 / UNIT 9
Traffic Control Devices and Road
Furniture
INPUT
Engineer must also recognize that despite their best efforts to promote
well-designed traffic control systems, vehicles will occasionally go out of
control and possibly crash. Every effort must be made to prevent traffic
accident from occurring and, failing that, to minimize the injuries and
economic losses from those crashes that do occur.
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Highway Engineering C3010 / UNIT 9
Traffic Control Devices and Road
Furniture
The Government has adopted the following color code for traffic
control devices.
Color Meaning
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Highway Engineering C3010 / UNIT 9
Traffic Control Devices and Road
Furniture
Traffic control devices are needed to control the traffic flow to effective
system. The traffic control devices, which are usually employed for the controls
of traffic is briefly discussed blow.
1. Traffic Sign.
2. Road Mark.
3. Delineator.
4. Road Stud.
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Highway Engineering C3010 / UNIT 9
Traffic Control Devices and Road
Furniture
1. Fulfill a need.
2. Command attention.
3. Convey a clear, simple meaning.
4. Command respect of drivers and pedestrians.
5. Be place so as to give users time for proper response.
1. Mandatory signs
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Highway Engineering C3010 / UNIT 9
Traffic Control Devices and Road
Furniture
2. Prohibitory signs
3. Warning signs
3. Grades.
4. Railroad crossings.
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Highway Engineering C3010 / UNIT 9
Traffic Control Devices and Road
Furniture
5. Narrow roadways.
4. Informatory signs
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Traffic Control Devices and Road
Furniture
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Highway Engineering C3010 / UNIT 9
Traffic Control Devices and Road
Furniture
1. Thermoplastic
2. Paint
3. Road studs/ cats eye
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Traffic Control Devices and Road
Furniture
ACTIVITY 9
Question
1. Choose the correct meaning of the color code for traffic control
devices as listed below.
Color code Meaning
Red Indicated movements permitted, direction guidance
Yellow Stop or prohibition
White Motorist services guidance
Blue Public recreation and scenic guidance
Black Construction and maintenance warning
Orange Motorist services guidance
Brown Regulation
Green Regulation
FEEDBACK ON
ACTIVITY 9
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Highway Engineering C3010 / UNIT 9
Traffic Control Devices and Road
Furniture
Answer
1.
Color code Meaning
Red Indicated movements permitted, direction guidance
Yellow Stop or prohibition
White Motorist services guidance
Blue Public recreation and scenic guidance
Black Construction and maintenance warning
Orange General warning
Brown Regulation
Green Regulation
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Highway Engineering C3010 / UNIT 9
Traffic Control Devices and Road
Furniture
Question
1. Describe briefly about the traffic control devices which are usually
employed for the controlling the traffic.
2. State 4 purposes of the traffic control device.
3. Describe the following aspects: -
a. Prohibitory sign.
b. Warning sign.
c. Mandatory sign
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Traffic Control Devices and Road
Furniture
Answer
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Highway Engineering C3010 / UNIT 9
Traffic Control Devices and Road
Furniture
Traffic control devices are needed to control the traffic flow to effective
system. The traffic control devices, which are usually employed for the
controls of traffic is briefly discussed blow.
a. Traffic Sign.
b. Road Mark.
c. Delineator.
d. Road Stud.
3.
Mandatory signs
Prohibitory signs
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Traffic Control Devices and Road
Furniture
Warning signs
3. Grades.
4. Railroad crossings.
5. Narrow roadways.
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Highway Engineering C3010 / UNIT 9
Traffic Control Devices and Road
Furniture
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Highway Engineering C3010 / UNIT 10
Traffic Control Devices and
Road Furniture
UNIT 10
OBJECTIVES
General Objective
Specific Objectives
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Highway Engineering C3010 / UNIT 10
Traffic Control Devices and
Road Furniture
INPUT
TRAFFIC CONTROL DEVICES
DELINEATOR & ROAD STUD
10.0 INTRODUCTION
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Traffic Control Devices and
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Generally it can be said that the various forms of longitudinal delineation have
three main functions:
The term route guidance is used to define the situation where carriageway
delineation might be used to direct the motorist into one of, say, two alternative
routes. Consider, for example, a simple Y-junction at which all three legs appear
to be of the same route hierarchy so that the motorist entering 11u, junction along
its stem is unable to discern which of the two remaining legs is the major route,
and which is the minor. If, however, a particular form ( o r color) of marking is
used on the stem and continued through the appropriate (left or right) leg, them it
would be clear to the driver which mar should be followed.
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Traffic Control Devices and
Road Furniture
vehicle's speedometer, the fact is that in practice his prefers to use subjective
judgement by noting the rate at which he passes objects by the side of the road-
and at night, particularly on rural roads, these reference objects are not visible. Of
greater real importance is directional control since in driving the task is not
exactly that following a line, but rather of remaining at a constant lateral
displacement from it, the line being either the kerb or white guide line.' It has been
shown by experiment that the centre and edge of the carriageway are two of the
principal locations used by drivers in directional guidance, and hence strong
emphasis at these locations, especially at night, can greatly simplify the driving
task. Furthermore, the higher the vehicle speed, the more useful is this
longitudinal contrast I delineation.
Also at night, the uncertainty caused by the glare of oncoming vehicles can
be heightened by a lack of delineation. For example, a driver meeting an
oncoming vehicle is inclined to look at the carriageway edge so as to avoid
looking directly at the headlights. If, however, the road edge is indistinct, the driver
must glance back periodically at the centre-line to check his lateral position but in
so doing, his eyes become more 'light-adapted' so that when he looks back again,
the carriageway edge appears even more indistinct so he must look again at the
centre-line to regain his lateral bearings. The situation can, in fact, develop to the
stage (in heavy traffic flow) where the driver cannot discern the centre-line
because of the glare, and has to orient himself by looking directly at the oncoming
vehicles' headlights which explains why the deliberate delineation of the edge of
the carriageway which help this situation.
Basically there are two types of delineators used on the carriage way:
marking and road studs.
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Traffic Control Devices and
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Road Furniture
10.2.1.1 Reflectorization.
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The reflective road stud most commonly used in Britain is the cats eye.
Each cat's-eye consists of two parts: a metal base embedded in the road, and
a separate rubber pad insert into each side of which (for two-way roads), or in
one side (for one-way carriageways), two longitudinal biconvex reflectors are
fixed. As vehicle tyres pass over the rubber pad, its centre part is depressed
so that the faces of the reflectors arc automatically wiped by the front part of
the pad, thus giving the stud its well-known sell-cleaning property. The length
of time before the insert rubber pad must be replaced depends very much on
the speed and density of tile traffic, as well as on the lateral location of the
road stud on the carriageway; however, measurements have shown that the
reflectivity of a cat's-eye on a centre-line of a high-speed road can fall to 50
per cent of its original value after twelve month.
Another type of road stud which is now rapidly coming into favour is
the corner-cube type of reflector. The reason for this name is that the
individual reflectors in each face of the stud consist of three sides of a cube,
and the headlight ray is reflected from all three sides before returning the
eye of the motorist.
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Traffic Control Devices and
Road Furniture
Even though abrasion from tyres soon causes the face of a corner-cube
reflector to become etched with a network of fine scratches which cause
diffusion of some of the light, yet at long distances it can be still
considerably brighter than a cat's-eye after the same period of time.
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ACTIVITY 10
TEST YOUR UNDERSTANDING BEFORE YOU CONTINUE WITH THE NEXT INPUT
Question
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Highway Engineering C3010 / UNIT 10
Traffic Control Devices and
Road Furniture
FEEDBACK ON
ACTIVITY 10
Answer
2. Basically there are two types of delineators used on the carriage way:
marking and road studs.
3. Another type of road stud which is now rapidly coming into favor is the
corner-cube type of reflector.
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Traffic Control Devices and
Road Furniture
Question
1. Basically there are two types of delineators used on the carriage way:
marking and road studs. Explain in details on the markings material.
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Traffic Control Devices and
Road Furniture
Answer
1. Marking materials.
The two most widely used materials are conventional paints and hot-
applied thermoplastics (including spray-plastics). Between 80-90 per
cent of the road-lines laid in Malaysia are thermoplastic, whereas on
Continent the reverse is generally true.
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Traffic Control Devices and
Road Furniture
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Highway Engineering C3010 / UNIT 11
BASIC CHARACTERISTIC ROAD
SYSTEMS
UNIT 11
OBJECTIVES
General Objective
Specific Objectives
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Highway Engineering C3010 / UNIT 11
BASIC CHARACTERISTIC ROAD
SYSTEMS
INPUT
11.0 INTRODUCTION
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SYSTEMS
a wide range of ages and skills, the young and the elderly and the novice
as well as the experienced professional.
There are some factors that would influence the characteristics of a driver.
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BASIC CHARACTERISTIC ROAD
SYSTEMS
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BASIC CHARACTERISTIC ROAD
SYSTEMS
11.4.1 RESISTANT
Fi = ma = W/g a, kg
Where
m = vehicle mass
a = acceleration ( m/s2)
W = vehicle weight ( kg )
g = acceleration force due to gravity ( 9.81 m/s2)
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G /100 = Fg/Fn
Fg = FnG/100 = W cos G /100
Where
G = gradient ( percent)
W = vehicle weight ( kg )
Fg = grade resistance ( kg )
Fn = normal forces ( kg )
Fg = WG/100
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the surface and push through mud, sand or gravel. This resistance,
termed rolling resistance, includes that caused by the flexing of the
tires and the internal friction of the moving part of the vehicle.
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Vf = vo + at
D = vot + at2
V2f = v2o + 2ad
Where
vf = final velocity ( m/s )
vo = initial velocity ( m/s )
a = acceleration or deceleration
t = time ( sec )
d = distance ( m ).
Maximum acceleration rates vary with the size of the vehicle and its
operating speed. Vehicles are capable of greatest acceleration at lowest speeds.
From a standing start to a speed of 15 mph, maximum acceleration value range
from about 2 mph/sec for tactor-semitrailer trucks up to about 10 mph/sec for
large cars. For a speed change of 0 to 30 mph, typical maximum acceleration are
for tractor semitrailer truck 4.57 m/s2, for large car 3.14 m/s2 and for small
high performance sports car 4.33 m/s2.
Without braking, a vehicle will decelerate when the driver release the
accelerator due to the drag of the engine, air resistance, grade resistance and so
forth. A passenger car operating in the range of 50 to 60 mph will decelerate
about 0.91 m/s2 without braking; in the range of 20 to 30 mph, and automobile
will decelerate about 0.46 m/s2.
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BASIC CHARACTERISTIC ROAD
SYSTEMS
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BASIC CHARACTERISTIC ROAD
SYSTEMS
ACTIVITY 11
Question
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BASIC CHARACTERISTIC ROAD
SYSTEMS
FEEDBACK ON
ACTIVITY 11
Answer
1. A vehicles motion tends to be retarded by at least five types of
resistance:
i. Inertia resistance.
ii. Grade resistance.
iii. Rolling resistance.
iv. Curve resistance.
v. Air resistance.
G /100 = Fg/Fn
Fg = FnG/100 = W cos G /100
Where
G = gradient ( percent)
W = vehicle weight ( kg )
Fg = grade resistance ( kg )
Fn = normal forces ( kg )
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SYSTEMS
Fg = WG/100
Where
vf = final velocity ( m/s )
vo = initial velocity ( m/s )
a = acceleration or deceleration
t = time ( sec )
d = distance ( m ).
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BASIC CHARACTERISTIC ROAD
SYSTEMS
Question
Describe briefly the factors that would influence the characteristics of a driver.
Describe the following aspects: -
a. Curve resistance.
b. Air resistance
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BASIC CHARACTERISTIC ROAD
SYSTEMS
Answer
PHYSICAL FACTORS
ENVIRONMENTAL FACTORS
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BASIC CHARACTERISTIC ROAD
SYSTEMS
PSHYCOLOGICAL FACTORS.
2. Curve resistance
Air resistance.
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Highway Engineering C3010 / UNIT 12
BASIC CHARACTERISTIC ROAD
SYSTEMS
UNIT 12
OBJECTIVES
General Objective
Specific Objectives
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Highway Engineering C3010 / UNIT 12
BASIC CHARACTERISTIC ROAD
SYSTEMS
INPUT
TRAFFIC CHARACTERISTICS
12.0 INTRODUCTION
12.0.2 SPEED
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SYSTEMS
12.0.3 DENSITY
The first basic characteristic of traffic is volume. Traffic volume study were
made to get accurate information about quantity vehicle movement characteristic
and pedestrian in an area, in a specific places in connection.
q = N/T
The unit of volume is vehicle/hour. The unit of time duration that were made not
necessary on hour or consistent to an hour. In a certain case, like peak time
study, time duration that were taken is 15 minute. So the volume unit is
vehicle/15 minute. Besides the general definition of volume that was discussed
earlier, there was more phase of volume that were used for a specific road
design.
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To obtain the average traffic per day, count the number of vehicles
over the duration of more than a day. Then divided the total number of
vehicles by number of days.
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volume per hour. For the purpose of design, the volume per hour should
be as close as possible value of the volume peak hour. The highest
volume per hour will not be used in road designing because it will result in
over design.
The identify volume per hour is known volume per hour design.
One criterion to determine the volume per hour design is congested rate
that were allowed in peak hour.
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SYSTEMS
convert average annual daily traffic (AADT ) to the 30th highest annual
hourly volume.
K = DHV
AADT
v
PHF =
v15 x 4
Equation obove indicates that the further the PHF is from unity, the
more peaked or non-uniform the flow. For example, consider two roads
both of which have a peak-hour volume, v, of 2000 veh/hr. However, the
first road has 1000 vehicles arriving in the highest 15-mm interval and the
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SYSTEMS
second road has 600 vehicles arriving in the highest 15-mm interval.
Clearly, the first road has a more non-uniform flow, and this is
substantiated by the fact that is PHF of 0.5 (i.e,2000/(1000 X 4 )) is further
from unity than the second roads PHF OF ( i.e, 2000/(600 X 4).
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SYSTEMS
times the average hourly volume. There are a morning and an evening
peak with the latter generally predominant. These include many work trips,
which are relatively, stable in time and fairly insensitive to charge from day
to day and weather and other travel conditions.
Variations are shown, which given a typical weekly flow pattern with
volumes expressed as a percentage of the total flow for the week. Traffic
flow for the weekly, Monday to Friday, remains fairly contents, but
weekend flows are more variable and depend to a large extent on season
and weather. On the average weekend, flows in the center of a large city
will be considerably lower than for weekdays, but main routes out of city.
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The traffic volume in one direction for each section of the route and for
each class of vehicle is obtained from the following formula.
Q = x + y
Ta +Tw
Where;
Q= Vehicles ( of the appropriate class) per minute in the direction of the
stream.
X= Number of vehicles (of the same class) met travelling.
Y= Number of vehicle ( of the same class) overtaking the test vehicle
traveled with the stream.
Ta = Journey time, in minute, of the vehicle travelling against the
stream.
Tw = Journey time, in minutes, of the test vehicle travelling with the
stream.
T = Tw - y
q
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BASIC CHARACTERISTIC ROAD
SYSTEMS
ACTIVITY 12
Question
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Highway Engineering C3010 / UNIT 12
BASIC CHARACTERISTIC ROAD
SYSTEMS
FEEDBACK ON
ACTIVITY 12
Answer
1.
TRAFFIC VALUME
SPEED
2. Q = x + y
Ta +Tw
Where;
Q= Vehicles ( of the appropriate class) per minute in the direction of the
stream.
X= Number of vehicles (of the same class) met travelling.
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T = Tw - y
q
Traffic volume value will be determined with using this formula.
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Highway Engineering C3010 / UNIT 12
BASIC CHARACTERISTIC ROAD
SYSTEMS
Question
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BASIC CHARACTERISTIC ROAD
SYSTEMS
Answer
1.
TRAFFIC VOLUME FLOW CHANGGING - DAILY
2.
Hourly volume is the actual hourly demand volume for the
highway in vehicle per hour, given the symbol V. Generally, the highest
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24-hour hourly volume ( i.e., peak hour volume ) is used for V in traffic
analysis computations.
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Highway Engineering C3010 / UNIT 13
BASIC CHARACTERISTIC OF ROAD
SYSTEMS
UNIT 13
OBJECTIVES
General Objective
Specific Objectives
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Highway Engineering C3010 / UNIT 13
BASIC CHARACTERISTIC OF ROAD
SYSTEMS
INPUT
13.0 INTRODUCTION
Speed of travel is a simple and widely used that measures of the quality of
traffic flow. Basically, speed is the total distance traversed divided by the time of
travel. Speed is commonly expressed in miles per hour or feet per second. Its
reciprocal, travel time, is usually expressed in units of minute per mile.
13.1 SPEED
Speed is the rate of travel usually expressed in kilometers per hour (km/h)
and is generally qualified according to three main types:-
a.) Spot speed
b.) Running speed
c.) Journey speed
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BASIC CHARACTERISTIC OF ROAD
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The median and mean speeds are only equal if the speed
distribution is symmetric which tends to be the case in free-flowing
conditions. The large number of runs required makes the method costly
and difficult to apply for limited access roads, particularly rural motorways.
A partial moving vehicle method has been used successfully where only
section journey times are recorded while classified vehicle counts are
continuously made at the mid-points of each run. The data is more
accurate and manpower is effectively employed. Other modified methods
have included the mounting of a rime-lapse camera in a good, forward
field of vision, to take photographs at intervals of 1 s. while good results
were obtained, care had to be exercised in avoiding tailing high vehicles;
the outside lane gave a better observational position. A fuller record of
delays is available for analysis and the influence of parking and
pedestrians can be included in the assessments. While crew running time
reduced, subsequent analysis is lengthy, although an important advantage
is the ability to vary the section points in the aggregation of a route. Similar
possibilities are available for using video recorders for subsequent replay
of television film.
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BASIC CHARACTERISTIC OF ROAD
SYSTEMS
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Highway Engineering C3010 / UNIT 13
BASIC CHARACTERISTIC OF ROAD
SYSTEMS
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13.2.5 ENOSCOPE.
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i. Average speed
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BASIC CHARACTERISTIC OF ROAD
SYSTEMS
STREAM
V
V T
=
n
T
Where
V T
is the time mean speed ,
V T
are the individual speeds in time ,
Where are averaged over space as is the case when the mean
journey speed is calculated then it is the space mean-speed that is
calculated, that is
n
V S
=
1
V T
Where
V S
is the space mean-speed ,
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BASIC CHARACTERISTIC OF ROAD
SYSTEMS
2
V T
=V S +
VS
13.3.2.1 Statistic
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the speed is made. Most speeds will be recorded to the nearest dial
reading and these form convenient mid-class marks.
( Table 1 )
1 2 3 4 5 6 7 8
Speed Frequenc Percentage Cummulati Percentage Deviation (2)x (6) (2)x( 6)
class y frequency ve cumulative
(km/h ) frequency frequency
44 -47.9 1 0.286 1 0.286 -9 -9 81
48 51.9 2 0.571 3 0.857 -8 -16 128
52 55.9 2 0.571 5 1.429 -7 -14 98
56 59.9 4 1.143 9 2.571 -6 -24 144
60 63.9 11 3.143 20 24.000 -5 -55 275
64 67.9 24 6.875 44 37.714 -4 -69 384
68 71.9 40 11.429 84 55.714 -3 -120 360
72 75.9 48 13.714 132 67.143 -2 -96 192
76 79.9 63 18.000 195 76.857 -1 -63 63
80 83.9 40 11.429 235 85.143 0 0 0
84 87.9 34 9.714 269 76.857 1 34 34
88 91.9 29 8.286 298 85.143 2 58 116
92 95.9 25 7.143 323 92.286 3 75 225
96 99.9 13 3.714 336 96.000 4 52 208
100 5 1.429 341 97.429 5 25 125
103.9 3 0.857 344 98.286 6 18 108
104 1 0.286 345 98.571 7 7 49
107.9 2 0.571 347 99.143 8 16 128
108 2 0.571 349 99.143 9 18 162
111.9 1 0.286 350 100.000 10 10 100
112
115.9
116
119.9
120
123.9
350 -180 2980
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)
u
V = 1 / ( x 2 ) exp ( (V V
2
)
/ 2 2 dv
Where
V is the mean speed ,
is the standard deviation of speeds.
Speed < V =
5 +1(V V )
( frequency ( devision )2
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(Table 2)
1 2 3 4 5 6 7 8
Upper Column 1 Column 2 Normal Probability Theoretical Observed ((6) (7) ) /
speed minus divided by area frequency frequency (6)
class limit mean standard
( km / h) speed deviation
44 35.9 -3.10 -0.499
48 31.9 -2.75 -0.497 0.002 0.7 1
52 27.9 -2.40 -0.492 0.005 1.8 2 2.27
56 23.9 -2.06 -0.480 0.012 4.2 2
60 19.9 -1.72 -0.457 0.023 8.1 4
64 15.9 -1.37 -0.415 0.042 14.7 11 0.93
68 11.9 -1.025 -0.349 0.066 23.1 24 0.04
72 -7.9 -0.680 -0.252 0.097 33.9 40 1.10
76 -3.9 -0.336 -0.132 0.119 41.9 48 0.89
80 +0.1 0.009 0.004 0.137 48.0 63 4.69
84 +4.1 0.354 0.138 0.134 46.9 40 1.02
88 +8.1 0.70 0.258 0.120 42.0 34 1.52
92 +12.1 1.04 0.351 0.093 32.6 29 0.40
96 +16.1 1.39 0.418 0.067 23.4 25 0.11
100 +20.1 1.74 0.459 0.041 14.3 13 0.12
104 +24.1 2.08 0.481 0.022 7.7 5
108 +28.1 2.42 0.492 0.011 3.8 3
112 +32.1 2.76 0.497 0.005 1.8 1 0.01
116 +36.1 3.11 0.499 0.002 0.7 2
120 +40.1 3.46 0.500 0.001 0.4 2
124 +44.1 3.81 0.500 0.000 0 1
13.10
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the 4 of the table and the frequency curve is found by rounding off
the histogram in such a way that the area under the curve is equal
to the area of the histogram. The modal speed is the speed
occurring most frequently and is the peak of the frequency curve.
The curve is also useful for determining the pace of the vehicles
where the pace is the speed range, for some nominal increment of
speed (usually 20 km/h ) which contains the most vehicles. In the
example the mode is approximately 68 km/h and the 20 km/h pace
is 60-80 km/h.
Fig 13.3.1 Histogram And Frequency curve spot speeds on three-lane rural trunk road.
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Highway Engineering C3010 / UNIT 13
BASIC CHARACTERISTIC OF ROAD
SYSTEMS
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Highway Engineering C3010 / UNIT 13
BASIC CHARACTERISTIC OF ROAD
SYSTEMS
Fig 13.3.2 Cumulative frequency curve spot speeds on three-lane trunk road.
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Highway Engineering C3010 / UNIT 13
BASIC CHARACTERISTIC OF ROAD
SYSTEMS
q
k=
us
Where
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Highway Engineering C3010 / UNIT 13
BASIC CHARACTERISTIC OF ROAD
SYSTEMS
ACTIVITY 10
Question
1. Speed is the rate of travel usually expressed in kilometers per hour (km/h)
and is generally classified into to three main types. What are the three main
types of speed?
a. ____________
b. ____________
c. ____________
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Highway Engineering C3010 / UNIT 13
BASIC CHARACTERISTIC OF ROAD
SYSTEMS
FEEDBACK ON
ACTIVITY 10
Answer
1. The three main types of speed are:
a. Spot speed
b. Running speed
c. Journey speed
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Highway Engineering C3010 / UNIT 13
BASIC CHARACTERISTIC OF ROAD
SYSTEMS
Question
1. Describe two measurement methods that are used to determine the speed
of vehicle.
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Highway Engineering C3010 / UNIT 13
BASIC CHARACTERISTIC OF ROAD
SYSTEMS
Answer
1. MOVING OBSERVATION METHOD.
The median and mean speeds are only equal if the speed
distribution is symmetric which tends to be the case in free-flowing
conditions. The large number of runs required makes the method
costly and difficult to apply for limited access roads, particularly
rural motorways. A partial moving vehicle method has been used
successfully where only section journey times are recorded while
classified vehicle counts are continuously made at the mid-points of
each run. The data is more accurate and manpower is effectively
employed. Other modified methods have included the mounting of
a rime-lapse camera in a good, forward field of vision, to take
photographs at intervals of 1 s. while good results were obtained,
care had to be exercised in avoiding tailing high vehicles; the
outside lane gave a better observational position. A fuller record of
delays is available for analysis and the influence of parking and
pedestrians can be included in the assessments. While crew
running time reduced, subsequent analysis is lengthy, although an
important advantage is the ability to vary the section points in the
aggregation of a route. Similar possibilities are available for using
video recorders for subsequent replay of television film.
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Highway Engineering C3010 / UNIT 13
BASIC CHARACTERISTIC OF ROAD
SYSTEMS
Enoscope.
2. a. Statistic.
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Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN
UNIT 14
OBJECTIVES
General Objective
To know the methods and procedures in designing the flexible pavement for
roads in Malaysia.
Specific Objectives
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Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN
INPUT
14.0 INTRODUCTION
Upper
Road-base
Lower
Sub-base
Capping
Sub-grade
14.0.1 Foundation
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Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN
14.0.2 Sub-base
14.0.4 Surfacing
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Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN
20 mm
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Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN
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Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN
Some data need to be collected before starting any design. They are;
i. Design life.
ii. Road hierarchy base of JKR classification.
iii. Average daily traffic volume.
iv. Percentage of commercial vehicle.
v. Yearly rate of traffic growth.
vi. CBR value for sub-grade.
vii. Topography condition.
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Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN
R1U & R1 ( A)U1 ( A) The lowest of hierarchy and geometry design level. Traffic for one
way.
R2U 2 This road hierarchy is same like R3 type. Geometry design
U3
level is lowest from R3 type. The lowest hierarchy for single
U3
carriageway.
R3U 3
This road is design for local traffic. Geometry design level low
and non inflow traffic control.
R4U 4
Another road is allowed to intersect in the same level. Geometry
design level is intermediate. Allowed maximum velocity
intermediate.
R5U 5
Inflow control degree half. Distance quite far. Geometry design
R6U 6 level high.
Notes :
R Rural
U Urban
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Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN
1 Pc
Vo = PLH x365 x
2 100
Where :
Vo = Total of Yearly Commercial Vehicle for one
direction.( JBKP )
PLH = Average Daily
Traffic Ratio for two directions.
Pc = Commercial Vehicle Percentage.
x
Vo [( 1 + r ) 1]
Vc =
r
Where;
Vc = JBKP at one direction for x year.
r = Rate of Traffic Growth.
x = Road pavement Design Life ( in years unit )
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Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN
Where ;
JBKP = Vc
Equivalent Factor = use the data in Table 10.7 = e
Thus,
JBKP = Vc x e
Vx = V 1 ( 1 + r ) X
Where;
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Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN
c=IxRxT
Where;
c = Maxima Traffic Loading per hour for one way.
I = Absolute Traffic Loading per hour - ( Refer
Table 10.8 )
R = Road Decreasing Factor ( Refer
Table 10.9 )
T = Traffic Decreasing Factor ( Refer Table
10.10 )
C = 10 x c
Where;
C = Daily Traffic Loading ( 24 hours traffic loading
at one direction)
c = Traffic Loading per hour.
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Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN
C = V ( 1 + r )n
Where;
log( C / V )
n = log( 1 + r )
NGC (%) =
( NGC 1)1 / 3 h1 + ( NGC 2)
1 / 3 h 2 +.......... .. (
NGC n)
1 / 3 hn
100
Where;
NGC1, NGC2 , = CBR value for layer 1,2 .
h1, h2 = soil deepness from form level for
sample 1,2 .
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Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN
a. Insert CBR design value at the line A and draw a line by using
previous C value until crossing line D, Determine D value i.e the
Equivalent Thickness Interval (TA), if all the entire pavement is
constructed from the wearing course or road base.
Where,
a 1, a 2, a 3 = Determine from the table 10.11 based on the
types of pavement requirement at the certain
layers.
= Layer Structure Coefficient.
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Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN
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Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN
ACTIVITY 14
Question
1. State the factors of design that will give impact on to the designing of
flexible pavement.
2. What is the meaning of R2U 2 in road hierarchy outlined by JKR standard.
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Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN
FEEDBACK ON
ACTIVITY 14
Answer
1.
a. Failure Criterion
b. Traffic Loading
c. Climate or Environment
d. Moisture
2. R2U 2 -
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Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN
Question
A road with hierarchy of 05 has a surface width of 7.0 m and road reserve of
40.0m is to be built as a main road in a residential area. It has a initial average
daily traffic of 7000cv/day in both directions. The rate of traffic growth is 7%.
Percentage of commercial vehicle is 25%. Design a flexible pavement for the
road which needs a design life of 10 years. The CBR for sub-grade of the road is
5%. ( Employ the JKR Malaysia Design Method ).
Note:
Requirement of pavement layers:
i. Wearing Course = Asphalt Concrete.
ii. Road-Base Course = Broken Aggregate.
iii. Sub-Base Course = Broken Aggregate.
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Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN
Answer
1 Pc
Vo = PLH x365 x
2 100
1 25
Vo = 6800 x365 x
2 100
= 310250
x
Vo [( 1 + r ) 1]
Vc =
r
10
310250 [ ( 1 + 0.07 ) 1]
Vc =
0.07
= 4286552.98
JBKP = Vc x e
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Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN
= 12.87 x 106
Vx = V1 ( 1 + r ) x
Vx = 6689
c=IxRxT
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Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN
= 0.8
c = IxRxT
= 1000 x 1.00 x 0.8
= 800 vec/hr/lane
C = 100c
= 100(800 vec/hr/lane )
= 8000 vec/day/lane
D = 43 cm
a1 = 1.00
a2 = 0.32
a3 = 0.25
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Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN
= 9 cm
Base Course = 10 cm
1. D1 = 9
D2 = 10
D3 = 10
SN = 1(9) + 0.32(10) + 0.25(10)
= 14.7 cm < 43 cm
2. D1 = 20
D2 = 40
D3 = 50
SN = 1(20) + 0.32(40) + 0.25(50)
= 46 cm > 43 cm
3. D1 = 18
D2 = 40
D3 = 50
SN = 1(18) + 0.32(40) + 0.25(50)
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Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN
= 43.3 cm < 43 cm OK
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Highway Engineering C3010 / UNIT 15
ROAD MAINTENANCE
UNIT 15
ROAD MAINTENANCE
OBJECTIVES
General Objective
Specific Objectives
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Highway Engineering C3010 / UNIT 15
ROAD MAINTENANCE
INPUT
ROAD MAINTENANCE
15.0 INTRODUCTION
a. Immediate maintenance.
b. Routine maintenance.
c. Periodic maintenance.
d. Rehabilitation maintenance.
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Highway Engineering C3010 / UNIT 15
ROAD MAINTENANCE
a. bank avalanche
b. erosion
c. flood
d. carcass
e. traffic light damage
f. accident
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Highway Engineering C3010 / UNIT 15
ROAD MAINTENANCE
15.2 UPGRADING
Road upgrading is needed when routine and periodic maintenance are not
sufficient to achieve a quality that is required. Therefore, road maintenance is
carried out when the number of traffic increases.
The maintenance work routine depends on the road and the traffic
condition. It is usually determined by obtaining the Benkelmen Beam Test result
of the existing road surface. Examples of the upgrading work are:-
a. Flatten road tile.
b. Maintaining the road shoulder and roadside drain.
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Highway Engineering C3010 / UNIT 15
ROAD MAINTENANCE
ACTIVITY 15A
15.3 Match the correct return period and its activities of routine operation
maintenance below.
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Highway Engineering C3010 / UNIT 15
ROAD MAINTENANCE
FEEDBACK ON
ACTIVITY 15A
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Highway Engineering C3010 / UNIT 15
ROAD MAINTENANCE
The organizations that are involved with the road maintenance in Malaysia
are:
Road Division
(District JKR)
O.B
Division Supervisor
(Technician)
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Highway Engineering C3010 / UNIT 15
ROAD MAINTENANCE
a. Puddle patch.
Substances : Premix
Tools/Machinery : 1 2 lories.
1 small plate.
1 compaction machine
1 machinery platform.
1 set traffic controller.
1 set of safety jacket, hammer and
scoops.
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Highway Engineering C3010 / UNIT 15
ROAD MAINTENANCE
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Highway Engineering C3010 / UNIT 15
ROAD MAINTENANCE
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Highway Engineering C3010 / UNIT 15
ROAD MAINTENANCE
This is done due to the high traffic flow (approximately 1000 pcu/hr
of traffic per day). Roads under A2 class must be resurfaced from
time to time. Before any resurfacing of road is being carried out,
several important criteria should be considered , namely:-
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Highway Engineering C3010 / UNIT 15
ROAD MAINTENANCE
b. Surface Dressing
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Highway Engineering C3010 / UNIT 15
ROAD MAINTENANCE
not last long and the surface is a bit rough. However, the sealing
effect is good and can withstand water sealing effect or withstand
the humidity underneath.
i. Gravel Road
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Highway Engineering C3010 / UNIT 15
ROAD MAINTENANCE
a. Road Shoulder
The functions of a road shoulder are; it
i. prepares a flat support to the road pavement.
ii. drains the water surface to the road side drain and
avoid humidity from diffusion.
iii. provides space for traffic users to stop by the
roadside of the road and also for emergency lane
during overtaking, especially on the one way street
road.
iv. provides lane/ path for pedestrians and cyclists
v. provides space for traffic signs and guard rails.
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Highway Engineering C3010 / UNIT 15
ROAD MAINTENANCE
b. Roadside drain.
It is located at the side of the road. The functions are; it
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Highway Engineering C3010 / UNIT 15
ROAD MAINTENANCE
ACTIVITY 15B
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Highway Engineering C3010 / UNIT 15
ROAD MAINTENANCE
FEEDBACK ON
ACTIVITY 15B
15.4 Name the organizations that involve with road maintenance in Malaysia.
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Highway Engineering C3010 / UNIT 15
ROAD MAINTENANCE
Question 15 - 1
The highway maintenance operation is specifically planned according to
restorative and preventive. It can be categorized into several types of
maintenance. Describe the immediate maintenance.
Question 15 - 2
Question 15 - 2
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Highway Engineering C3010 / UNIT 15
ROAD MAINTENANCE
Answer 15.1
Answer 15.2
d. Resurfacing A2 class by premix.
This is done due to the high traffic flow (approximately 1000 pcu/hr
of traffic per day). Roads under A2 class must be resurfaced from
time to time. Before any resurfacing of road is being carried out,
several important criteria should be considered , namely:-
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Highway Engineering C3010 / UNIT 15
ROAD MAINTENANCE
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Highway Engineering C3010 / UNIT 15
ROAD MAINTENANCE
Answer 15.3
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