UNIVERSITY OF GUAYAQUIL

FACULTY OF MATHEMATICAL AND PHYSICAL SCIENCES

SCHOOL OF CIVIL ENGINEERING

WHAT IS A ROAD PROJECT?, PHOTOS, EXAMPLES

ROADS I

MEMBERS:
GOMEZ SARANGO JONATHAN JAVIER
ANT H DIAZ MARIA CAMILA
OSCAR IBARRA ENCALADA
ILLESCAS FIGUEROA JEAN PIERRE
JÁCOME ARÉVALO JORGE
JAPAN COLONEL JOSSELIN KARINA
LOPEZ MAYORGA JULIO CESAR
MAIZA SALINAS KLEBER GONZALO
MIRANDA SANTOS MIGUEL

PROFESSOR:
ING. FRANCISCO JAVIER CORDOVA RIZO

GROUP: 7-5-2A

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 ROAD PROJECT
INTRODUCTION

Way, road, or street is an infrastructure designed for the circulation of pedestrians and
vehicles (which carry users, the driver, and passengers inside). To the roads
Those located at a rural level are preferably referred to as roads, and the urban ones are called streets.

Project is the objective that motivates the various actions required to put a service into operation.
new road work, or recover or improve an existing one. The justification explains in a
convincing the reason why and for what a project is going to be carried out. In what way is it going to
benefit the project to the executors. The interest, usefulness, and novelty of it must be included.
project.

Explain the ways in which the project will address the proposed problem and what its
contribution to the community (beneficiaries).

What is a road project?

DEFINITION

It is a proposed action that involves a process of locating the axis of the road, its
replanning on the ground, referencing, geometrization, landscape analysis of the layout and its
adjacent areas, drainage system establishments, causes on the environment and its
mitigation, estimation of the quantities of works to be executed and drafting of reports
memories that accompany the plans. The development of a road project is due to a
road planning, which is a process in which the purpose is clearly established
construction of a road or intervention to improve the characteristics and/or
road conditions.

PURPOSES OF THE ROAD PROJECT

Among the possible purposes of road planning, there is the reduction of costs.
transportation of already developed areas; reduce traffic congestion; recreation and
tourism; decrease in accidents; serve as support for development plans; encourage the

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private investments in currently undeveloped areas due to lack of accessibility, but
suitable for this; to fulfill a purely social function; among others.
It is worth noting that the development of a road project must be justifiable, especially when
it will generate a huge investment expense in public administration, and for this it is
It is necessary to understand the factors that justify its preparation.
The factors that justify a road project are those that generate benefits.
direct or indirect and that allow justifying the investment to be made. The main ones are the
next:
1.- The technical and economic feasibility of the proposed route: (economically justify the
investment of national plans.
2.- The harmony of the project with the social and environmental factors of the environment.

3.- Overcoming a level of poor service, whether current or foreseeable, in the existing roadway.
4.- The adaptation of transportation facilities to the chronological order of development
foreseen in the current land use planning.
5.- Defense strategies or national sovereignty.

PHASES OF A ROAD PROJECT.

In the formulation of any public investment project, there is a wide variety of
methods for design, which offer the engineer different alternatives at the moment of
to undertake the preparation of a specific project.
Route studies for road construction.
Studies of road layout.
Preliminary project.
Project.

STUDY OF ROUTES

It is the first stage in the development of the road project, consisting of a study of the possible
routes to select the one that meets the best conditions. The route is the strip of land, of width
variable, which extends between the terminal and intermediate points where the road must
must pass, within which the route can be traced.

STUDY OF THE LAYOUTS

It is a process that involves an evaluation and selection of the possible lines that can be
locate in each of the land strips that have been deemed worthy of a study

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more detailed after having practiced preliminary recognitions and evaluation
of routes.
The purpose of road layout is to establish the line or lines in the strips of land.
corresponding to possible road layouts; for which a detailed one is required
field recognition and/or field topographic study, to obtain information
additional information about selected routes.

For the development of the layouts, well-justified criteria must be established that lead to a
road design that is comfortable, safe, fast, and efficient. According to the economic analysis of the
In the region under study, the engineer can determine the vehicle that will prevail on the future road.
Based on this, when studying the layout, the engineer can create the optimal conditions for
the normal development of that vehicle on the road.

In this regard, the layout must meet certain characteristics in its alignments and
pendants, and for this they must establish from the beginning, the design speed for
project the track, the minimum curvature radii, maximum lengths in straights, and the slopes
maxims that must be employed.
Likewise, it should also be taken into account that where possible, the positive slopes or
on ascents should not have a length such that loaded trucks have to reduce their
improper speed.
The following are some considerations to take into account in the study of
design of a road

PLOTTED ON FLAT LAND: Flat lands are conceived as those whose

The general slope, in terms of the progress of the road, is considerably lower than the
pending established for the road and where the straight line layout can constitute the solution
of link between two points. If the flat region between 2 points is very extensive, it is necessary to fix,
prior to the route mapping, the general direction that the line will follow and the points
of control.
While the straight line seems to be the best solution to connect two points on flat terrain, the
safety and aesthetic requirements of the road seriously discourage the use of
too long tangents. The concept is directed, even in flat areas, to the layouts
curvilinear and semicurvilinear, an idea that is related to landscape architecture, for the
Long straight lines are unnatural.

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By avoiding long tangents, greater freedom is achieved to overcome natural obstacles (areas
slopes, loose or unstable ground), damages to properties can be reduced.
private, greater advantages are obtained for the establishment of accesses to other roads, and the
the driver is less subject to nighttime glare and the hypnosis of a layout
monotonous.

-TRACED BY MOUNTAINOUS TERRAIN: In mountainous terrain, joining two

points with a line of uniform slope or with several segments of different slopes
uniforms are more interesting than connecting them with a straight line. In this way
A layout is obtained that will offer greater advantages to vehicle drivers, always
that certain values are not exceeded in the slopes. The connection between two points on a
mountainous terrain should be made with a slope line, as it is not only about connecting the
not only points but also to overcome steep slopes.
The study of slope lines in mountainous areas leads to making the following
considerations.
1.- The two points to be linked are in the bottom of the same valley: The bottom of a valley is,
generally inadvisable for the layout of a track. It is preferable to do the layout on
the flanks.
If the points are located on different sides of a watercourse, one must seek the site of
step, considering the requirements for the construction of the required bridge, especially
the geological characteristics of the flanks.
2.- The two points to be connected are on the same slope: If the slope is not very steep, the
A straight line could be the solution.
If the slope is considerable, it will be necessary to resort to loops that lengthen the route with the
maximum allowed slope.
3.- The two points to be linked are on opposite slopes of the same basin: The route is more
directly is, obviously, the line that connects the two points in a straight line, but this solution is
inadequate for this case. Another solution could consist of following an isolated contour line.
from the two points, in such a way as to lower the road to the desired point and with the slopes
admissible.
The two points to be linked are located on opposite slopes of the same buttress: The
the solution of this link is similar to the previous one, only that here it will be the step of the ridge that

the layout will impose.

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ROAD PREPROJECT.
From the process of evaluating the route and the layouts of the lines that will make up the
road, it follows that one of the layouts will be the one that meets the best conditions from
the technical, economic, social, and environmental perspective for the development of the road.
This layout is the basis for the preparation of the road preliminary project, which consists of establishing
In the plans, the line that best meets the planimetric and altimetric requirements that have been established.

tax on the road, according to the classification that has been made of it.
At this stage, the plans used come from aerocartographic surveys, or
they can be obtained by the methods of classical terrestrial surveying.
In general, the preliminary project must produce the following information:
1.- The design of typical cross-sections and their transitions, according to the
estimated traffic volumes for the design year and the level of service adopted for it
Year. The slopes of the embankments will be adopted according to the geotechnical data obtained.
of the geological surface survey.

2.- The graphic design of the track layout with all its essential geometric characteristics,
including intersections, crossing sectors, parking lots, service areas, and others
facilities.
3.- The graphic design of the longitudinal profile; properly coordinated with the alignment
horizontal. The identification of the critical slope sections and their treatment, transitions and
any other essential characteristic.
4.- Estimation of earthmoving volumes, their imbalance and the distances of
resulting haulage, preliminary identification of excavation and fill methods
adequate, according to the surface geological survey.
5.- Location and estimation of the capacity of the lending or borrowing sites that result
necessary and the calculation of the corresponding haul distances.
6.- Selection, location, and sizing of drainage works, supported by studies
hydrological and hydraulic necessary performed for that purpose.
7.- Preliminary estimation of work quantities.
FINAL ROAD PROJECT.
The final project must produce all the necessary documents that allow for evaluation,
contract, bid, and build the project.

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Essentially, in the final project stage, everything proposed must be specified.
preliminary project and add all the details that are essential for the construction of the
way.
To that effect, and based on the results of the studies required regarding the characteristics
from the affected area, the project must contain.
1.- Definition of typical cross-sections, with details of the treatment of the partitions,
side spaces, surface drainage, slopes, defenses lighting and any other detail
relevant.
2.- Mathematical definition of the axis or axes of the plan, in such a way that they can be replanned.
on the ground.
3.- Mathematical definition of the surface profile limits of the roadway,
corresponding to the axes of the plant.
4.- Definition of the details of minor works of art, such as: box culverts,
manhole covers, inlet and outlet levels, wing walls, flumes,
drainage ditches and retaining walls at the base of the embankment among others.

5.- Geometric sizing of major works, such as: bridges, viaducts, vaults
under very high embankments, tunnels, retaining walls, and works, this sizing must
to be done together with the corresponding structural projects.
6.- Cubic measurement of earth movement calculation of its compensations and transports,
location of the necessary loan and storage sites and design of their final configuration,
including the drainage of those sites.

7.- Calculation of the quantities of work according to the current covenin standards, including the
expropriations and affected improvements.
8.- Any information that facilitates the understanding of the project.

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REHABILITATION OF THE MAGRO - BOQUERON ROAD PHASE I, FROM THE SECTION
MAGRO–BRISAS DE DAULE, WITH A LENGTH OF 3.80KM INCLUDING BRIDGE
LOCATED IN THE DAULE CANTON

LOCATION

The route begins in the area called Magro, moving through several towns that are located along it.
length of the road until reaching Brisas de Daule, from there derives the name of the Magro project
Brisas de Daule, which is located between the cantons of Daule with a length of 3.80 Km.

The project starts and ends between the UTM coordinates WGS 84 ZONE 17S which are:

START FINAL

THIS 610238.552 610054.887

NOR 9791474.154 9794899.052

TE

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LOCATION OF THE MAGRO-BRISAS DE DAULE ROAD

The road is currently formed

for class 3 compacted subbase material of
thickness of 45 cm resistant to current traffic,
mentioned in the soil study analysis,
where work has also been done on
filling and shaping of the existing roadbed.

Existing path on the road

The existing layout has a bridge over the Magro River. In some of the sectors of the
There are concrete channels along the track, which in many cases are situated at the edge of the track.

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GEOMETRIC DESIGN
In the geometric design of the Magro - Brisas de Daule road, an effort has been made to preserve the layout.
existing horizontal of the road. The traffic study specified a second order or class road.
II, which the MTOP-2003 regulation specifies a recommended pavement width of 7.00
meters and shoulders of 2.25 meters, reaching a road 11.50 meters wide, for two
traffic lanes one for each direction.

conclusions

The execution of this project of the Magro - Brisas de Daule road, which benefits the
existing and nearby communities along the route, improving their quality of life and
commercial development.
2)During the inspection, rehabilitation work on the existing road was observed, where
Filling and shaping of the subgrade were carried out, which must be recorded in the
topographic report.
3)The new layout of the geometric design has tried to preserve what is possible.
current axis of the road, managing to avoid expropriations, as well as the impact of
existing structure such as channels and bridges.
4)The traffic study projected a CLASS II road, where a road width was chosen.
7 meters, shoulders of 2.25 meters, reaching a platform width of 11.50
subways.
5)Phase 1 of the project starts in Magro and ends in Brisas de Daule, with a length
of 10.50 km. for the new design.
6)The fill height on the road is over 1 meter, due to the elevation of
maximum flood specified in the hydraulic report, which has been addressed
use a longitudinal slope close to 0%.
7) The hydraulic report specifies the position and characteristics of the sewers at
to be implemented in the project.

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THE CONSTRUCTION OF THE SEGMENTAL BRIDGE OVER THE BABAHOYO RIVER
In August 1970, the country was witnessing the completion of the National Unity Bridge, known
also with the name Rafael Mendoza Avilés. Forty-one years later, with
102,066.859.76 million dollars in investment is revealed for the construction of
segmental bridge over the Babahoyo River, one of the largest and most important civil works
for the country's road infrastructure, contractually granted to the Chinese construction company
Guangxi Road & Bridge Engineering Corporation.

The fourth bridge is an emblematic work promoted by the MTOP in the area of influence.
Guayaquil, with an investment of 102,066,859.76 million dollars.

The load capacity of the bridge allows the transit of trucks of up to 66 tons.

One of the largest and most important civil works for the country's road infrastructure,
contractually granted to the Chinese construction company Guangxi Road & Bridge Engineering
Corporation.

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It is a superstructure of 2,186 meters in length including access to the cantons.
Durán and Samborondón has four lanes plus one service lane, pedestrian sidewalk and a
area for bike path. Due to the attraction of businesses in commercial and tourist matters,
productive, from this city to the rest of the provinces, this is a vital project for the

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development of the nation. An approximate of 70,000 vehicles will transit daily through the viaduct.
annual average, in the Durán - Samborondón direction to then connect with Guayaquil to
through the Carlos Pérez Perasso bridge.

The fourth bridge is the second built with the beam segment system.
prefabricated in the country. The first was the Carlos Pérez Perasso bridge, which connects to
Guayaquil with La Puntilla.

The term 'segmental' is due to the fact that between each pile or column, located 75 meters apart
At a distance, 22 prefabricated concrete elements (segments) are placed and only one - the
what goes in the center of the segment - is cast on site. These are joined by cables
steel tendons, forming the running surface 20.8 meters wide.

According to the Zonal Deputy Secretary 5 of MTOP, Eng. Ricardo del Hierro, the capacity
the load of the bridge allows the passage of trucks weighing up to 66 tons. In the majority of
bridges the planned limit is only 48 tons. 'These regulations constitute the tip of
worldwide knowledge. The project was designed for heavy traffic,” he explained.
of the Iron.

The bridge complies with the technical standards governing the design of roads and bridges in the
United States.

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The construction of the bridge complies with the technical standards that govern road design
and bridges in the United States such as AASHTO, LRFD, and Caltrans (anti-seismic standards)

for the buildings in California). A lifespan of 75 years is estimated for this viaduct.
So far, the segments established in the design have been placed (604 in total). The work
it presents an advance of 94%. The closing segments that connect the sections are about to be finalized.

where both the prefabricated voussoirs and the cast segments were placed in
"site," explained del Hierro. These closure segments will be melted after the tensioning is done.
of each section. At the same time, curbs, railings, joints and sidewalks are also adjusted.
the lights poles on both fronts of Durán and Aquamarina.

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BIBLIOGRAPHY

MINISTRY OF TRANSPORT AND PUBLIC WORKS MTOP

GUAIS PREFECTURE
ROAD PROJECT I. THE HIGHWAY PROJECT ENG. SIMON TORREALBA

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