KINGDOM OF MOROCCO

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COUNTRYSIDE RACING ROUTES

Traceroute
ETTOUMY

2007

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 ROUTES DE RASECAMPAGNE ROUTE TRACE

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CCHAPTERI : T ROAD TERMINOLOGY...........................................................3

CCHAPTERII : C CHOICE OF GEOMETRIC CHARACTERISTICS.............5

CHAPTER III: FUNDAMENTAL PARAMETERS

ROAD PROJECTS…………………………………………7

CCHAPTERIV : C GEOMETRIC CHARACTERISTICS11

CHAPITREV : R OUTESHORSCCATEGORIES........................32

CCHAPTERVI : REAGLES OF CONTINUITY……………………………………….36

CHAPITREVII : MROAD TRACE METHODOLOGY..........................40

CHAPITREVIII : RATIOS POUR ESTIMATION DES PROJETS

TRUCKERS ATMAROC………………………………………..42

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I.1. Pavement:

It is the paved surface of the road on which vehicles normally circulate.

I.2. Shoulders:

These are two side strips that frame the roadway; they can be lowered or
elevated.
They provide a stop for the layers forming the roadway; they help to ensure the
parking of vehicles and occasional passage during overtaking.

I.3. Platform:

It is the whole: roadway, shoulders including possibly the embankments

centers (TPC) and bike paths.

Enterprise

Plate

Platform
Talus
of excavation shoulder
Causeway TPC Causeway Shoulder
Ditch Talus
the fill

Boundary or limit of the land allocated to the road

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I.4. Ditches:

These are the excavations arranged on either side of the platform. They are
intended to purify the platform by collecting runoff and drained water
by the roadway and the shoulders.

I.5. Devers :

It is the transverse slope of the road in a straight alignment. It is intended to evacuate.

the surface waters.
In curves, the camber allows both for the drainage of runoff water and to
compensate a part of the centrifugal force.

I.6. Assessment:

It is the actual surface of the land occupied by the road and its accessories. (Platform
+ ditches + embankments + all dependencies and structures dedicated to the Public Domain)

I.7. Influence:

It is the part of the land allocated to the road and its dependencies.

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The issue of project feature selection is fundamental; it is from this choice

that depends:

The cost of the work;

The advantages provided to users.

Depending on whether the basic characteristics are well or poorly suited to the conditions
natural and traffic, the project will be justified or unjustified from an economic point of view.

II.1. Basic Criteria:

Les critères de base qui guident pour le choix des caractéristiques techniques sont :

- The function of the road: => classification;

The traffic;
The road environment: (Topography, Geology, Hydrology, ...)

This data is essential for defining in particular the characteristics of the Route
in Plan (TP), Longitudinal Profile (PL) as well as those of the artworks (OA).

The choice of characteristics must therefore result from an economic analysis taking into account
consider the data of the terrain and the traffic.

It is, however, essential, in view of the consistency of the network, to introduce a

certain normalization.
This is the reason for the existence of the road categories that will be defined.

We consider 4 categories of roads and non-category roads. The latter are

formed of mountain roads or very low traffic roads.

2th 3th Outside

Category Exceptional 1eraCategory
Category Category Category
Vb (Km/h) 120 100 80 60 40

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II.2. Basic Characteristics:

• Profile across
¾ Road width, platform width, slope of the embankments.

• Long Profile
¾ Maximum slopes
¾ Protruding and recessed connecting radii

• Plan Trace
¾ Curvature radii in plan

• Sanitation works and drainage systems

¾ Buses, dalots, radiers, OA
¾ Draining trenches, fishbone drains, draining mats,…

• Road structure

Layer of Wearing course

surface
Link layer

Body of Base layer

roadway
Foundation layer
Underlayer
Form layer

Sol support

Cross-section of a roadway

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III.1. Base speed:

It is the maximum speed that can be practiced under normal conditions of

safety over a certain length of the road by a vehicle in free circulation. It is
a calculation parameter that defines the minimum characteristics of points
individuals.

2th 3th Horse

Category Exceptional 1eraCategory
Category Category Category

Vb (Km/h) 120 100 80 60 40

III.2. Braking distance:

It is the distance covered by the vehicle during the braking time that cancels out.
totally its supposed initial speed Vb.

To achieve braking, it is necessary to destroy the vehicle's kinetic energy by opposing it with a
work generated along a certain path. This path is precisely the distance
of braking that we are looking for.

Let m be the mass of a vehicle with weight P. (P = m.g)

The theorem of kinetic energy allows us to write:

E = ½ m V2= P f d'
2
Vb
2
½ P/g V = P f d’ => ′
d=
2gf

with: f: the coefficient of friction => f = 0.4

V
V: speed in m/s = km/h
3.6
g : acceleration = 9.81 m/s2

V2
==> ′
d=
100

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V (km/h) 40 60 80 100 120 140

d’ (m) 16 36 64 100 144 196

If the road goes up or down, with i being the slope, the formula is written as:

V2 1
½ P/g V2= P f d'± P and ′
d= ×
100 1± 2.5i

III.3. Stopping distance:

It is the braking distance added to the distance covered during the time
perception - reaction before braking starts.

Time perception - reaction is the interval that elapses between the moment when it becomes
perceptible the obstacle and the braking time.

A reaction time of 3/4 of a second is assumed when the driver's attention is

focused.
This time is extended to 1.5 when the driver's attention is diffuse.

During the perception-reaction time, the vehicle travels a distance e such that:

and in meters
V
e = V.t with V : speed in m/s = km/h
3.6
t in seconds

We obtain: for t = 3/4 s , e = 0.2 V

for t = 1.5 s , e = 0.4 V

Therefore, the stopping distance can be expressed as:

ofd= 0.01 V2+ 0.4 V Att. Diffuse

ofc 0.01 V2+ 0.2 V / Focused Attention

V (km/h) 60 80 100 120

ofd 60 96 140 192
dac 48 80 120 168

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III.4. Overtaking distance:

V2 x t

A B B A
d1 d2

D = V1 x t

t: time of exceeded
d1, d2safety distances between 2 vehicles

V1x t = D = V2.t + d1+ d2

V1( d 1+ d 2)
==> D=
V1− V2

V
Let's place d1= d2= + L = 0.2 V + 8
5

2V(0,2V+8)
==> D= 1 1

Delta V

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III.5. Overtaking visibility distance:

V2 x t E' = V3xt
C

A B B A
d1 d2

E = V1 x t

Dvd = E + E’

V1(d 1+ d 2) V3(d 1+ d 2)
Dvd= +
V1V2 V1V2

In the case of Morocco, the frequent congestion of the main arteries invites to
consider the case of a vehicle waiting behind a slow vehicle rather than that of a
vehicle that finds the clear path and can overtake without having to slow down.

Dvd = 500 m with V=80km/h and V=50km/h

NB:

Mandatory: allow the user visibility at the stopping distance.

Desirable: allow the user visibility at the overtaking distance.

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IV.1. Plan layout:

IV.1.1. Curvature radius in plan

The forces at play that balance the vehicle in a banked curve.

α are presented according to the scheme below:

P=mg

Let: P: the weight of the vehicle (P=mg)

F: the centripetal force produced during the movement of the mass m of the vehicle to
the speed V on the circular path of radius R. mV2 )
F=
R
α the angle that the rolling plane makes with the horizontal (cant).
ft: the transverse reaction that keeps the vehicle on its trajectory.

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Equilibrium is achieved if the transverse friction opposes skidding:

P sinα + P ft≥ F cosα

α being small: sinα ≈ α and cosα ≈1

From where:
mV2 V2
m gα + m g ft≥ => R≥
R 13g(α + ft)

V2
R≥ V in Km/h andα in %.
127 (α+ ft)

For Moroccan Standards, we have defined 2 limit values for the radius for each category:

-RMNwhich ensures the stability of a vehicle in a 4% banked curve.

-RMAwhich ensures the stability of a vehicle in a 7% banked curve.

Vb / C 120 / Exp 100 / 1eraC 80 / 2th C 60 / 3th C 40 / H.C

RMN 1000 500 250 125 30
RMA 700 350 175 75 15

IV.1.2. Connection and Overrun

Road layouts consist, in the first approximation, of straight alignments and

circular curves.

Two curves of the same direction or in opposite directions must necessarily be separated by a
right alignment of appropriate length.

In straight alignments:

The pavements have a cross profile consisting of:

it is either 2 flat slopes at a 2.5% grade towards the outside with a connection
central parabolic of 1m width.
- either a single flat slope of 2.5% (provision generally reserved for roadways
unidirectional).

In the curves:

In the curves, the cross-section presents a flat slope with a uniform gradient towards
the inside of the curve, said towards.

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Length of connection slope:

For compliance reasons, the slope is introduced at a rate of 2% per second of

travel time at the base speed of the considered category.

This rate of variation can be increased to 4% for roads of [Link] and Outside
category.

The connection is always made outside the circular curve of which the cant
is constant. The connection is made either on straight alignments or on
connecting curves with progressive curvature arranged on either side of the
circular curves.

In general, the axis rating will be maintained and the profile will pivot around the axis along
from the connection section down to the point where the outer slope reaches
slope of the inner face, the whole continues to rotate around the axis to reach
the deversd.

P1 P2 P3 P4 P5 P6t

d=7%
l

t=0 t=1s t=2s 1.5%

-0.5%
2.5% -2.5% 2.5%
2.5%
P1 P2 P3

t=3s t=4s t=5s

3.5% 5.5% 7%
P4 P5 P6t

1s 2%
(d + 2.5
⇒ t=
2
ts (d + 2.5) %

V d+ 2.5 V(d+ 2.5

=> l = V . t = ( ) => l =
3.6 2 7.2

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Case of S-shaped curves

Example: - 3thCategory
Introduction at 4%

d1=7%

d2=4%
l

In T1: 7% in T2: 4%

V d1
l 1= ⋅
3.6 4
V d 1+ d 2
=>l= ⋅
3.6 4
V d2
l 2= ⋅
3.6 4

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Values of the slopes

Excp 1eraC 2thC 3thC

R d% R d% R d% R d%

700 7% 350 7% 175 7% 75 7%

750 6% 375 6% 200 5.5% 80 6.5%

800 5.5% 400 5.5% 225 4.5% 90 6%

850 5% 425 5% 250 4% 100 5%

900 4.5% 450 4.5% 275 3.5% 110 4.5%

950 4.5% 475 4.5% 300 3% 120 4%

1000 4% 500 4% 325 3% 125 4%

1050 3.5% 525 3.5% 350 2.5% 130 4%

1100 3.5% 550 3.5% >350 Prof. 140 3.5%

Normal
1150 3.5% 575 3.5% 150 3%

1200 3% 600 3% 160 3%

1250 3% 625 3% 170 2.5%

1300 3% 650 3% 175 2.5%

1350 2.5% 675 2.5% >175 Prof.

Normal
1400 to 2.5% 700 to 2.5%
2000 1000

>2000 Prof. >1000 Prof.

Normal Normal

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Intermediate values:

The intermediate values are calculated from the interpolation formulas below,
and rounded to the nearest 0.5%:

1
d= −3
− 0.2 for C. Exceptional
0,33.10 .R− 0.092

1
d= −3
− 0.2 for 1st C
0.66.10 .R− 0.092

1
d= −3
− 0.2 for 2nd C
1,32.10 .R− 0.092

1
d= −3
−2 for 3rd C
1.11.10 . R ± 0.028

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IV.1.3. Règles : (ICGRRC)

R1 :
For: C. Exp + 1eraC if R > 2 RMN
The straight alignment profile is maintained
th th
2 C + 3 C if R > 1.4 RMN (Unpoured profile)

Category Excp 1eraC 2th C 3th C

Rayon no
2000 1000 350 175
spilled

R2 :
For the roads of: C. Exp, 1eraC and 2thC, the connection section will be sloped
necessarily a curve of gradual curvature.

Unless: R≥ 1.4 RMN( C. Exp, 1eraC) => Connection in straight alignment.

3thC and H.C. => - Connection curves with progressive curvature when it will be
necessary to comply with the conditions for variations in slopes.
Curves with a radius R < 30mÎÎ Prohibited clothoids

R3 :
For roads that may be snow-covered or icy, the cross slope will be limited to 5%.

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IV.1.4. Gradual curvature connections (C P)

If R <1400m ====> C P
C. Exp :
If R≥ 1400m ====> C P or A D

If R <700m ====> C P
era
1 C:
If R≥ 700m ====> C P or A D

If R <350m ====> C P
th
2 C:
If R≥ 350m ====> A D

Optional C P
3èmeC :
If R < 30m Forbidden cycloids

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IV.1.5. Clothoid

R C

L
End

CL
A.D τ
Origin

The law of formation of the progressive 'Clothoid' connection is simple:

R . L = A2=constant

With: A = parameter - type

L = curvilinear length
R = radius of the circle

L
τ=
2R

Withτ angle of the tangent point circle – clothoid.

We outline the route by: 1- the right alignment position (AD);

2- the position of a circle of radius R in relation to the AD.

Dans le cas où les deux éléments seraient tangents ou sécants, il n’y a pas de clothïde.

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Concept of sliding

4∆R
CL ∆R
A.D. α< pi/3#1rad

L L
2 2

The clothoid is defined by the movement of radius R in relation to the AD: this is what we
call leripage∆R.

L2
The formula ∆R= allows for a quick evaluation of the clothoid.
24R

0.50 m for highways

The drift is limited to
0.25 m for other roads

The arc of the clothoid has the following properties:

- il passe sensiblement au milieu de ∆R;

it develops significantly in length equally on either side of the point of∆R;
he is unique for a∆R given, associated with a given R.

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Minimum length of the clothoid

L1 L1 length of the clothoid

D circle ≥ Dcirclecurvilinear length of the circle
2

CL CL

L1
C L2

Summit curves are prohibited (clotoid - clothoid)

Parameter - type (A)

Category Parameters - type (A)

Excp 360 m

1eraC 220 m

2th C 140 m

3th C 80 m

40 m (can be reduced to 1.25R for the

H. C.
smaller radii

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IV.1.6. Coordination of the Plan Layout and the Longitudinal Profile

In a protruding angle

Rule: The vertex of the parabola (PL) must not coincide with the origin of the
curve in TP.

Objective: Prevent the turn from being obscured by the top of the parabola.

PL

Not recommended
O
TP

●Remèdes:

1: Align the plan curve with that of the PL as much as possible.

PL

Advised

TP

2: Introduce a clothoid to change the origin of the curve in TP.

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In an obtuse angle

TP

T2 T1 TP
Not recommended

PL PL
T2 T2
T1 T1

Advised
T2
T1 TP

PL

T2
T1

T1 and T2 represent the tangent points between the straight alignments and the arcs.
of circle or of clothoid.

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IV.1.7. Visibility inside a turn

Causeway Account.

ditch

Clearing of visibility:

(da)2
e=
8R

With: da = stopping distance

e = distance from the embankment to the centerline of the roadway

(arrow)

For diffuse attention:

Category Except. 1eraC 2eme C 3th C H.C

4608 2450 1152 450 128

Arrowed
R R R R R

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IV.1.8. Calculation of the elements of a Plan Layout

T D
T'

α α

200− A
α= α and A: a degree
2
T= T=′ R tgα
1
B= R ( − 1) = R2+ T 2− R
cosα
πRα
D=
100

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IV.2. Long Profile

IV.2.1. Acute angles

A M B

h1 L
h2
A'
B'

β α

AM2=1+ R)² - R² = h1(h1+ 2R)≈2 h1R

BM2= 2 h2R

=> Dv = AM + BM = 2R(h1+ h2)

Dv2
=> R =
2 (h1+ h2+ 2 h1⋅ h2)

For h11.10 m :

Vb (km/h) RMN(h2=0) RMA(h2=0.3

40 - 1.000
60 2.000 1,500
80 4,000 1.800
100 9.000 4.000
120 16,000 7,000

The curvature radii of the protruding connections provide visibility at the stopping distance:

• On obstacle without thickness with the RMN

• Over a 0.30 m obstacle with the RMA

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IV.2.2. Angles rentrants

For comfort reasons, the value of the radius is set to limit

the normal acceleration at g/30.

V2 g 30V2
γN= < => R>
R 30 g

Avec : V : vitesse en m/s = V km/h

3.6
g : acceleration = 9.81 m/s2

30V2
Where from: R>
127

Vb Except. 1eraC 2th C 3th C H.C

RMN 4,000 2.500 1,500 1,000 500

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IV.2.3. Special rules

The protruding connection of an R < R cannot be used. MNthat if the slope

On either side slopes downward away from the summit by at least 2%.

R2: The use of slope > 4% (6% for 3 thC) is prohibited, unless a calculation of
Profitability proves its validity. (for H.C: 7% and 12%)
They cannot in any case reign over more than 2km, and will, if necessary, be separated.
by steps of 2% maximum slope.

Changes in slope∆q)

Category Except. 1eraC 2th C 3th C

Change of
3% 2% 1.5% 1%
limiting slope∆q

(in a protruding angle)

∆q <∆qlimit(table above)ÎÎÎÎÎÎ will include connections ensuring
the visibility at the visibility distance of
exceedance. (Visibility ranges Rv)

The visibility range takes the following values, depending on∆q :

∆q ≥0.8% 0.7% 0.6% 0.5% 0.46% 0.44%

Rv 28,000 26,500 22.200 12,000 4,000 0

R3: Changes in slope of less than 0.46% will be made without curves.
connection in long profile(∆q <0.46% => R=0).

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IV.2.4. Longitudinal connection

Data: Values of slopepetp

Value of the radius of the connecting curve R

Sign conventions:
- Rayon: R<0 connector convex (sharp angles)
R>0 if concave connection (incoming angle)

Slopes: Ramp (ascent) p > 0

Slope (descent) p' < 0

X
O
B C

p'
p

Position of O
Position of B / O C / O Position Position of a point
peak / point of
(1eratangent (2emetangent) any / O
meeting E)

XO = -R (p + p’) / 2 XB = p * R XC = p' * R X=X

YO = -R (p*p') / 2 YB = p² * R/2 YC =p’² * R/2 Y = X² / (2R)

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IV.3. Summary of the fundamental standards for Plans and Longitudinal Profiles

Excp (Vb=120km/h) 1eraC (Vb=100km/h) 2emeC (Vb=80km/h) 3thC (Vb=60km/h)

R d% L (2%) R d% L (2%) R d% L (2%) R d% L (2%) L (4%)
700 7% 158.33 350 7% 131.94 175 7% 105.56 75 7% 79.17 39.58
750 6% 141.67 375 6% 118.06 200 5.5% 88.89 80 6.5% 75.00 37.50
800 5.5% 133.33 400 5.5% 111.11 225 4.5% 77.78 90 6% 70.83 35.42
850 5% 125.00 425 5% 104.17 250 4% 72.22 100 5% 62.50 31.25
900 4.5% 116.67 450 4.5% 97.22 275 3.5% 66.67 110 4.5% 58.33 29.17
950 4.5% 116.67 475 4.5% 97.22 300 3% 61.11 120 4% 54.17 27.08
1000 4% 108.33 500 4% 90.28 325 3% 61.11 125 4% 54.17 27.08
1050 3.5% 100.00 525 3.5% 83.33 350 2.5% 55.56 130 4% 54.17 27.08
1100 3.5% 100.00 550 3.5% 83.33 >350 Prof. 140 3.5% 50.00 25
1150 3.5% 100.00 575 3.5% 83.33 Normal 150 3% 45.83 22.92
1200 3% 100.00 600 3% 76.39 160 3% 45.83 22.92
1250 3% 91.67 625 3% 76.39 170 2.5% 41.67 20.83
1300 3% 91.67 650 3% 76.39 175 2.5% 41.67 20.83
1350 2.5% 83.33 675 2.5% 69.44 >175 Prof.
1400 to 2000 2.5% 83.33 700 to 1000 2.5% 69.44 Normal
>2000 Prof. >1000 Prof.
Normal Normal
Plan Trace Plan Trace Plan trace Plan Drawing
Min. Normal 1.000 Min. Normal 500 Min. Normal 250 Min. Normal 125
Min. Absolute 700 Min. Absolute 350 Min. Absolute 175 Min. Absolute 75

Non-dumped rays 2000 Non-dropped rays 1000 Non-spill beams 350 Undelivered rays 175
Long Profile Long Profile Profile in Long Long Profile
Saillant Angle Sloping Angle Saillant Angle Saillant Angle
Min. Normal 16,000 Min. Normal 9,000 Min. Normal 4,000 Min. Normal 2.000
Min. Absolute 7,000 Min. Absolute 4,000 Min. Absolute 1.800 Min. Absolute 1.500

Obtuse angle Reentrant Angle Reflex Angle Reentrant Angle

Min. Unique 4,000 Min. Unique 2.500 Min. Unique 1,500 Min. Unique 1,000

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IV.4. Shoulder width in curves:

50
S= (S and R in meters)
R

● Width applies to each of the lanes of the roadway.

Î Except: in the event that the possibility of two vehicles crossing each other is ruled out.
of great length.

● On the width condition that if R<250 m.

supported by half on either side of the axis

● The width is: - maintained along the entire length of the curve
introduced gradually at the same time as the slope

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V.1. Curvature radius in plan:

There is a need to:

• Avoid weak curvature radii in wide-angle turns at the top.
• Avoid rays <30 m (Except for laces intended to connect parts
forming a very small angle at the summit

V.2. On road widths in curves:

No oversizing unless at every point of the curve visibility is ensured.

distance≥ to the values below:

Radius of the curve Required visibility distance

175 m 240 m
125 180
70 120
50 90
30 60
15 40

V.3. Long Profile:

Maximum slopes: 12% if the road is not subject to regular snow removal.
7% otherwise

Minimum aisles:
yes∆q≤ 8% 2.000 m
At an acute angle:
yes∆q > 8 % 1.000 m

In an obtuse angle: 1.000m

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Devers:

If R>70 m ==> not sloped (Normal profile)

If R≤30 m ==> slope = 7%

The camber in the curve will be:

R d%
≤ 30 7
35 6
40 5
45 4.5
50 4
55 3.5
60 3
65 3
70 2.5
>70 Normal Profile

For intermediate values, the following interpolation formula can be used:

1
d= −3
−2
2,78.10 .R+ 0.028

For snowy or icy roads, the slope is limited to 4%.

The connecting cant lengths are: (Vb=40km/h and cant change=2%/s)

Routes not submitted Routes submitted to

Rayon
snow removal snow removal
70 28 m 28 m
50 36 m 36 m
30 52 m 36 m

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 ROUTES DERASECAMPAGNE Traffic Trace

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V.4. Laces:

The laces connect two straight alignments forming a very narrow angle, for
which should be considered particularly recommendable is a loop trail
of which the scheme adapted to the topographical conditions is given below and consists of
in principle, from:

Two elements of curve AB, A'B' and FG, F'G' whose radius on the axis is
generally greater than 15m;

[Link]éléments droitsBC, B ’C’ et FE, F ’E’ d ’au moins 40m de longueur;

[Link], C'D'E' called turning.

The layout of the turns has difficulties due to the fact that:

• The slope is significantly increased on the inner edge of the turn;

• The radius of the inner curve must not be less than 12m;

There is therefore:

• delimiter at 4% the slope on the axis in the curve and its connections;
• to give the width to the outside;
• to raise the turn without changing the long profile of the inner edge in
ensuring that this arrangement does not lead to excessive localized slopes
on the outer edge. If that were the case, it would be necessary to reduce the slope or
increase the length of the introduction of the slope.

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 ROUTES DERASECAMPAGNE ROAD TRACE

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 ROUTES DERASECAMPAGNE ROAD TRACE
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1eraRule: Continuity of sections belonging to the same category

d1 d2

R<RMN R2
R1

to use a beam R < R MN:

It is necessary that:
R1 R2 R MN
and <
R R R MA

Category Exp. 1eraC 2ème C 3ème C

R concerned about
1000 m 500 m 250 m 125 m
the rule

RMN/ RMA 1 / 0,7 1 / 0.7 1 / 0,7 1 / 0,6

d1 and d2 must be traversed in a time < 1 minute of travel time at the

base speed.

(d1 and d2; distances between vertices in curvilinear abscissas)

Category Exp. 1eraC 2th C 3th C H.C

d1 and d2 max 2 km 1,67 km 1.33 km 1 km 0.67 km

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 CAMPAIGN ROUTES ROAD TRACE
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the radius of a curve encountered after a straight alignment (AD) of a length
corresponding to more than 2 minutes of travel time at base speed cannot be
less than RMAfrom the immediately higher category.

A.D.(length corresponds to more than 2 min. of

travel time to Vb)

The radius of curvature must be: R≥ RMAhigher category

Category Except. 1eraC 2th C 3eme C H.C

Length of the A.D beyond

from which the rule is 4 km 3.33 km 2,67 km 2 km 1,34 km
applied
Rmin to apply to the
- 700 m 350 m 175 m 75 m
release of the AD

2nd Rule: Transition sections between category sections

of different arrangements

Two contiguous sections can only belong to immediate subcategories.

neighbors. (C. Excep.ÅÆ 1eraC) ( 1eraCÅÆ 2èmeC) (2thCÅÆ 3emeC)

Each having a length corresponding to at least 5 minutes of travel time:

Except. 1eraC 2th C 3th C

10 km 8.33 km 6,67 km 5 km

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 CAMPAIGN ROUTES ROAD TRACE

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A transition section must be arranged between 2 sections of categories.
immediately neighbors. This section must have two turns with a radius = RMAof
the upper category spaced at a distance corresponding to 1 min. of time
of the route at the base speed of this.

These turns must be preceded for the user coming from the category section
superior of a curve whose radius is at most equal to the minimum radius of this
category.

Plan characteristics of transition sections

Successive values of the radii of the section of Maximum distance.

Category
transition between peaks
C. Excep.
1,000 700 700 2,000 m
1eraC
500 350 350 1.666 m
ème
2 C
250 175 175 1.333 m
th
3 C
125 75 75 1,000 m
H. C.

3thRule: Case of large straight alignments

• Great straight alignments dangerous due to their monotony

and risks of glare
• Maximum length 3 to 5 Km
• Minimum angle between alignments =3°
• Transition curves between alignments:

Joining curves at
Category Median curves of alignment
last alignment

C. Excep. 2,000 m 3,000 to 5,000 m

1eraC 1,000 m 1,500 to 3,000 m

2th C 500 m 700 to 1,500 m

The ends of the sections adjacent to a large straight alignment will be treated in
transition section from the higher category.

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 ROUTES DERASECAMPAGNE ROAD TRACE

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4thRule: Loss of trace

Loss of sight: when the user loses sight of the road over a certain distance, and sees
the following section (in TP and PL)

Loss of straight alignment traces, and/or giving the illusion of A.D (alignments
rights separated by masked curves) are prohibited.

Unless the visibility distance at any point is≥ 500 m.

5thRule: Non-Categorized Routes

It is necessary to ensure the continuity of the characteristics of Non-Category roads according to

the spirit of the provisions of the 4 rules above.

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 ROUTES DELIVER CAMPAIGN ROAD TRACE

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Step 1: Choose the category

Step 2: Plan Drawing

• Draw the route as a series of segments as parallel as possible.

to the contour lines to minimize earthworks.
• Overcoming obstacles in an economical way.
• Number the vertices and determine the angles.
• Choose the departments.
• Calculate the T, B, D.
• Report the tangent points if feasible, otherwise reduce the radius.
If R<Rmn (or Rma), check the continuity rules.
• Check for each turn the need to introduce a slope based on the
rayon and determine it (table or formula).
• Calculate the length L of the progressive introduction of the slope using the condition
of distortion (2% or 4% travel time).
• Check the feasibility. (i.e. L<L alignment)
• Otherwise, introduce a clothoid:
Pay attention to the slopes:
9If the two slopes are in the same direction, it is necessary to subtract;
9If the 2 slopes are in opposite directions or in a roof shape, it is necessary to add.
• Note down the necessary parameters for each turn:
9Arc of circle without clothoid: A, R, T, B, D.
9Arc of circle with clothoid: A, L, D, B, A.
With: A: clothoid parameters
L: length of the clothoid
D : circle development + the two clothoids eventually
• Check if overruns are necessary (if R<250m).
• Check the visibility in the curves.

Step 3: Long Profile

• Following the axis of the plan layout, we take measurements and partial distances at
fewer points (that we number) corresponding to:
9Start and end of the route.
9Change in the slope of the natural terrain.
9Tangents and vertices of curves.
9Meeting points of the plan layout with other roads and obstacles.

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 ROUTES DERASECAMPAGNE ROUTE TRACE

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• Draw the cartridge.
• Report the alignments and curves in plan drawing on the title block.
• Report the natural terrain (slopes and partial distances) by choosing one
scale (for example 1/100 in z and 1/1000 in s) and a comparison plan.
• Choose the red line (series of straight segments) that must pass through the point
the start and end of the project while respecting:
9The maximum slope and minimum slope;
9The maximum slope change;
9The balance of excavated material - backfill as much as possible;
9The coordination between the plan layout and the longitudinal profile.
• Report the following points:
9Fictitious points (intersection of the natural terrain with the red line)
9Tangent points of the angles of the PL
9Summits
• Report the x-coordinates of the points of tangency relative to the top level.
of angles.
• Locate the points that correspond to sanitation works.

Step 4: Profiles across

• Take the heights of the TN for the axis and the ends of the platform and two
points possibly.
• Draw the cross sections that correspond:
9At the points listed in the long profile using the types of cross profiles.
• Calculate for each PT the area of the excavated materials and the area of the fill materials (to
note next to your profile across (SD and SR) as well as the comparison plan
choose

Step 5: Calculation of volumes

• By the Gulden method

Step 6: Sizing of sanitation structures

• Demarcation of watersheds.
• Determination of the parameters of the flow calculation formulas.
• Calculation of critical flow.
• Calculation of sections.

Step 7: Design of the pavement structure

• Use of the catalog of standard structures for new pavements (edition

1995 revised

Step 8: Project Cost Estimation

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 ROUTES OF THE CAMPAIGN ROAD TRACE

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VIII.1. Earthworks:

The volumes of earthworks (fill and excavation) are determined from the
evaluations of the DRCR (Technical Note on Earthworks – Nov. 1988) according to the
terrain relief and the width of the platform.
If we designate V as the volume of earthworks per linear meter of road, we can
retain

Width of the plate V = Quantity of earthworks in m3per linear meter

form Plate Terraced Mountainous
6 3.5 6.5 14.0
7 4.0 8.0 17.0
8 5.2 9.5 20.0
10 8.0 12.5 26.0
12 10.8 15.5 32.0

VIII.2. Hydraulic works:

The table below provides the linear schedule of sanitation works (pipes) to the
kilometer of road as well as the number of heads of nozzles depending on the width
from the platform and relief.

Dish Terraced Mountainous

Flat width
Long. Number Long. Number Long. Number
form
bus Heads bus Heads bus Heads
6 18 4 40 8 88 16
7 20 4 46 8 104 16
8 23 4 52 8 120 16
10 29 4 66 8 148 16
12 35 4 80 8 176 16

For small hydraulic structures (drains), we take the following assumptions:

• 0.3 works/km on flat terrain

• 0.5 works/km in hilly terrain
• 0.9 works / km in mountainous terrain

These small works have an average length of 4m, which results in a surface area = 4 x (width
of the platform).

From where the small works surfaced and the number of heads per kilometer.
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 ROUTES DERASECAMPAGNE ROAD TRACE

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VIII.3. Price by region (for information purposes):

CENTRAL NORTH CENTER

SOUTH TENSIFT CENTER ORIENTAL
SUD NORTH WEST
Excavated material - backfill
35 65 60 45 50 40 30
(m3)
Excavated soil
30 25 30 20 20 25 30
shouldering (m3)
Setting +
3 3 3 3 3 3 3
Compaction (m2)
EB (T) 425 400 425 410 392 422 420
GBB (T) 331 297 347 347 347 355
RS (m2) 19.55 18.93 16.73 16.36 17.79 16.32 19.67
Impregnation (m2) 6.72 5 4.97 5 5.37 5.53 6.3
GE(reprofiling)(T) 298 267 312 312 312 320
GNA (m3) 192 265 267 195 250 180 170
GNB (m3) 165 216 252 176 205 160 140
GNC (m3)
GNF (m3) 60 121 150 130 160 120 120
CF (m3) 40 40 67 82 50
MS (m3) 85 75 90 97 90 80 67
SC (m3) 70 60 48
BusΦ800 (ml) 1500 1000 1000 1350 1200 1400
HeadΦ800 (u) 3490 3666 3320 3460 3006 2988 3151
BusΦ1000 (ml) 1600 1200 1250 1600 1400 1580
HeadΦ1000 (u) 4713 4954 4479 4676 4056 4031 4254
Dalot 1.5x1.5 6700 7158 6255 6780 5747 5726 6091
Head 1.5x1.5 9531 10082 8978 9542 8115 8013 8562
Dalot 2x2 8917 9524 8325 9021 7649 7621 8106
Head 2x2 15457 16254 14676 15318 13222 13119 13886
Dalot 2.5x2.5 11159 11920 10418 11290 9572 9536 10144
Head 2.5x2.5 24329 25768 22922 24203 20542 20378 21712
Dalot 3x3 13413 14331 12518 13576 11506 11463 12195
Head 3x3 41488 43375 39641 40652 35175 34829 36860

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CENTRAL NORTH CENTRE

SUD TENSIFT CENTER ORIENTAL
SUD NORTH WEST
Signage 24000 24000 24000 24000 24000 24000 24000

Cut Back 0/1 (T) 3397.19 3397.19 3397.19 3397.19

Execution of coating
2200 775 747 763 1075 1213 1852
of impregnation (T)
Concrete (m3) 1370 1400 1350 1200 1015 1015 1069

Formwork (m2) 200 200 200 200 200 200 200

Steel (kg) 12.50 15 10 14.73 10.50 10.50 12.03

Cleaning concrete
805 770 800 850 730 588 725
(m3)

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