The Islamic university _ Gaza

College of Engineering

Department of Civil Engineering

Surveying (2)

Project:-

Vertical Design Of

Ahmed Abdel Aziz Street

Designed By:-

1- Osama Kh. Abu Eltayf 2- Mohammed H. Shehada 3- Omar A. Falyona 4- Mustafa El Dalo

Submitted to:-

Eng. Ramy El-Faqawe

(2011 ــــ 2010)

1- Introduction :

Route surveying is comprised of all survey operations required for design and construction of engineering works such as highways, pipelines, canals, or railroads. At Caltrans a route surveying system is generally associated with highway design and construction.

A route surveying system usually contains four separate but interrelated processes:

• Reconnaissance and planning

• Works design

• Right of way acquisition

• Construction of works

HORIZONTAL AND VERTICAL CURVES

The center line of a road consists of series of straight lines interconnected by curves

that are used to change the alignment, direction, or slope of the road. Those curves

that change the alignment or direction are known as horizontal curves, and those

that change the slope are vertical curves.

HORIZONTAL CURVES

When a highway changes horizontal direction, making the point where it changes

direction a point of intersection between two straight lines is not feasible. The

change in direction would be too abrupt for the safety of modem, high-speed

vehicles. It is therefore necessary to interpose a curve between the straight lines.

The straight lines of a road are called tangents because the lines are tangent to the

curves used to change direction.

In practically all modem highways, the curves are circular curves; that is, curves that

form circular arcs. The smaller the radius of a circular curve, the sharper the curve.

For modern, high-speed highways, the curves must be flat, rather than sharp. That

means they must be large-radius curves.

In highway work, the curves needed for the location or improvement of small

secondary roads may be worked out in the field. Usually, however, the horizontal

curves are computed after the route has been selected, the field surveys have been

done, and the survey base line and necessary topographic features have been

plotted. In urban work, the curves of streets are designed as an integral part of the

Preliminary and final layouts, which are usually done on a topographic map. In

highway work, the road itself is the end result and the purpose of the design. But in

urban work, the streets and their curves are of secondary importance; the best use

of the building sites is of primary importance.

VERTICAL CURVES

In addition to horizontal curves that go to the right or left, roads also have vertical curves that go up or down. Vertical curves at a crest or the top of a hill are called summit curves, or over verticals. Vertical curves at the bottom of a hill or dip are called sag curves, or under verticals.

GRADES

Vertical curves are used to connect stretches of road that go up or down at a constant slope. These lines of constant slope are called grade tangents The rate of slope is called the gradient, or simply the grade. (Do not confuse this use of the term grade with other meanings, such as the design elevation of a finished surface at a given point or the actual elevation of the existing ground at a given point.) Grades that ascend in the direction of the stationing are designated as plus; those that descend in the direction of the stationing are designated as minus. Grades are measured in terms of percent; that is, the number of feet of rise or fall in a 100-foot horizontal stretch of the road.

After the location of a road has been determined and the necessary fieldwork has been obtained, the engineer designs or fixes (sets) the grades. A number of factors are considered, including the intended use and importance of the road and the existing topography. If a road is too steep, the comfort and safety of the users and fuel consumption of the vehicles will be adversely affected; therefore, the design criteria will specify maximum grades. Typical maximum grades are a 4-percent desired maximum and a 6-percent absolute maximum for a primary road. (The 6 percent means, as indicated before, a 6-foot rise for each 100 feet ahead on the road.) For a secondary road or a major street, the maximum grades might be a 5-percent desired and an 8-percent absolute maximum; and for a tertiary road or a secondary street, an 8-percent desired and a 10-percent (or perhaps a 12-percent) absolute maximum. Conditions may sometimes demand that grades or ramps, driveways, or short access streets go as high as 20 percent. The engineer must also consider minimum grades. A Street with curb and gutter must have enough falls so that the storm water will drain to the inlets; 0.5 percent is a typical minimum grade for curb and gutter (that is, 1/2 foot minimum fall for each 100 feet ahead). For roads with side ditches, the desired minimum grade might be 1 percent; but since ditches may slope at a grade different from the pavement, a road may be designed with a zero-percent grade. Zero-percent grades are not unusual, particularly through plains or tidewater areas. Another factor considered in designing the finished profile of a road is the earthwork balance; that is, the grades should be set so that all the soil cut off of the hills may be economically hauled to fill in the low areas. In the design of urban streets, the best use of the building sites next to the street will generally be more important than seeking an earthwork balance.

2- Methodology: 1. First of all to make a longitudinal section you must marking all the points

which needed to be studied , by opening the tape for a fixed distance(20 m) then mark the point "it is recommended that the distance between the points be equal each other to make the calculation easier ".

2. After marking the points, setup the level in a suitable place "covers number of points".

3. After leveling the level, take the reading of the staff to each point and tabulate the readings.

4. If the level did not cover all of the points you must move it to another station and continue taking the reading (Remark:- the first reading taken at every instrument station called back sight (BS),the last reading taken at every instrument station is called foresight(FS) , the point which take the two reading is called turning point).

5. After we take all the measurements we make a table and calculate the elevation of the points by rise and fall methods or by HI method.

A. Collection Data's

Checks:-

- 4)=(4 FS #.of = BS #.of

- 45.1 FirstLast RLRLFallRiseFSBS

Notes RL Fall Rise FS IS BS Distance Station

START 21.45

3.77 0 1

21.56

0.11

3.66

20 2

21.66

0.1

3.56

40 3

21.76

0.1

3.46

60 4

21.94

0.18

3.28

80 5

22.31

0.37

2.91

100 6

23.05

0.74

2.17

120 7

23.46

0.41

1.76

140 8

23.7

0.24

1.52

160 9

23.67 0.03

1.55

180 10

23.76

0.09

1.46

200 11

TB 24.47

0.71 0.75

3.21 220 12

25.4

0.93

2.28

240 13

26.2

0.8

1.48

260 14

26.69

0.49

0.99

280 15

TB/ISP 26.98

0.29 0.7

2.54 300 16

27.78

0.8

1.74

320 17

27.7 0.08

1.82

340 18

27.16 0.54

2.36

360 19

TB 26.24 0.92

3.28

0.41 380 20

25.31 0.93

1.34

400 21

BM 25 0.31

1.65

24.79 0.21

1.86

420 22

24.01 0.78

2.64

440 23

23.46 0.55

3.19

460 24

END 22.9 0.56

3.75

480 25

4.91 6.36 8.48

9.93

SUM

B. Draw the profile The drawing of profile is attached in the end of the project

C. Slope Calculation:

%5.3%100150

81.2756.223

%76.2%100150

67.2381.272

%26.1%100180

21.45-23.67 = 1 Slope

Slope

Slope

D. Design Level : - Calculations

m

SgDLDLpo

m

SgDLDLpo

m

SgDLDLpo

exampleFor

SgDLDL poane

36.25)70035.0(81.27

)5(int

33.25)600276.0(67.23

)12(int

66.22)1000126.0(4.21

)5(int

:

320

212

15

int

)(13.066.2479.24)21(int

)(35.066.2231.22)5(int

)(

)(

CutmPo

FillmPo

ExampleFor

FILLDLGL

CUTDLGL

E. Design of vertical curve:

1- Calculate the side distance (S) = )(2

2

ifg

vtv

Where:

V= design velocity = 70 km/hr. = 19.44m/s

t= perception and reaction time = 2.5 s

g = gravity = 9.81 m/s

f = coefficient of friction of road surface = 0.35

I = gradient = positive upwards or negative downwards

2- After knowing the length of the curve we calculate the distance between VPI and mid –

point of the curve

mh

CurveSummitFor

mh

CurveSagFor

LAh

313.08

400626.0

:

075.08

40015.0

:

8

)(40

)(395.26405.105.10626.

229.1992.

)(98.29505.105.12

29.1990626.0.

22.

2.

29.199)0276.035.0(81.92

44.195.244.192

400

333.149015.0

204035.22.12042.

)(67.74204035.22.1

204015.0.

035.22.12.

035.22.1.

204)0126.35.0(81.92

44.195.244.192

2

2

2

2

2

2

2

min

2

2

2

edapproximatisdatasTheaccuratenotnscalculatioTheBecausemLLet

wrongmLLSb

wrongmLLSa

hhA

SLLSb

hh

SALLSacurveofLength

mS

CurveSummitFor

mLSomL

mLLSb

wrongmLLSa

A

SSLLSb

S

SALLSacurveofLength

mS

CurveSagFor

oe

oe

Form similarity of triangles we can find the other point of the vertical curve

VPT VPI Sag curve VPC

20m 20m

Y X

075.020

YX

0.01875 5

0.0375 10

0.05625 15

0.075 20

Remark: we apply the points on both sides of the vertical curve

VPTVPIsametheandVPIVPC

VPI Summit curve VPT VPC

20m 20m

Y X

313.020

YX

0.07825 5

0.1565 10

0.23475 15

0.313 20

Remark: we apply the points on both sides of the vertical curve

VPTVPIsametheandVPIVPC

3- Design Criteria:

Min slope =0.5% Max slope = 7% Difference between any tow successive gradient >0.5 , (g2-g1) >0.5:

mfillorcut

mFillCut

slopes

1maxmax

5.0

max,min

Types of gradients:

Falling Gradients Rising Gradients

-g +g

4- Results and Tables:

8 7 6 5 4 3 2 1 0 Station

160 140 120 100 80 60 40 20 0 Distance

23.7 23.46 23.05 22.31 21.94 21.76 21.66 21.56 21.45 GL

23.42 23.17 22.91 22.66 22.41 22.16 21.91 21.65 21.4 DL

0.28 0.29 0.14 0 0 0 0 0 0.05 Cut

0 0 0 0.35 0.47 0.4 0.25 0.09 0 Fill

24 23 22 21 20 19 18 17

480 460 440 420 400 380 360 340

22.9 23.46 24.01 24.79 25.31 26.24 27.16 27.7

22.56 23.26 23.96 24.66 25.36 26.06 26.76 27.46

0.34 0.2 0.05 0.13 0 0.18 0.4 0.24

0 0 0 0 0.05 0 0 0

mFillCut

mFill

mCut

83.037.22.3

37.2

2.3

5- Comments:

The length of the vertical curves (Sag & Summit) can not be measured from the

equations, the answers is not accepted because the design velocity we taken and other

factors not accurate, so we assume the length of curves (Sag & Summit) equal 40m as

the supervisor engineering. Other calculation approximately accurate.

6- Recommendations:

We should take the data's accurate such that (Design velocity, Friction coefficient of

road surface) in order to achieve the correct results and corrected design.

7- Maps:

The drawing is attached in the end of the project

16 15 14 13 12 11 10 9

320 300 280 260 240 220 200 180

27.78 26.98 26.69 26.2 25.4 24.47 23.76 23.67

27.53 26.98 26.43 25.88 25.33 24.77 24.22 23.67

0.25 0 0.26 0.32 0.07 0 0 0

0 0 0 0 0 0.3 0.46 0