Road Routing and Geometric Design Guide
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ScribdTranslationsRoad Routing and Geometric Design Guide
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ScribdTranslationsRouting layout
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INTRODUCTION
With the existence of the human being, the need to communicate was seen.
from one place to another and methods were developed in the construction of
roads like dirt ones, others made of stone and binder
up to our time focusing on the experience that leads to
large highways of flexible or rigid pavement.
Roads are structures of public domain and use that are built
fundamentally for the circulation of vehicles within a
strip of land, with a level of security and comfort for the
pedestrians.
Geometric designs are of great importance as they can be
establish three-dimensional geometric structures for the road
effective, safe, comfortable, aesthetic, and compatible with the environment
environment.
The road will be effective depending on its type, geometric characteristics and
transit volumes so that an appropriate one can be established
mobility through an appropriate operating speed.
In the structure of the road, the basic premise is to be safe through
simple and uniform design.
The comfort of the road depends on reducing acceleration.
from the vehicles and are obtained by adjusting the curves of the geometry and
its transition to driving speed along segments
rectos.
The path is aesthetic because it must adapt to the landscape allowing
creating pleasant visuals and providing pedestrians with a pathway
easy.
The economy of the route depends on meeting the objectives.
proposed offer the lowest possible cost in everything is structured.
The route must be compatible with the environment, adapting accordingly.
to the natural topography of the land uses trying to minimize the
environmental impacts.
Theorganizationand thecontrolof all the cities and all their areas,
are under the regimes ofsecuritysupport and uniformity of the
authorities that govern and ensure construction quality.
OBJECTIVES
Make the tracing of two ways and by the method of Bruce be able to choose which one is the
more optimal.
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To be able to apply the knowledge acquired from track layout.
THEORETICAL FRAMEWORK
The proposal of the different possible routes that meet is carried out.
majority of the basic conditions. Since a route is understood as the band of
land, of variable width, that extends between the primary control points, and
within which a road may be located.
TOPOGRAPHY
The geometric characteristics of the road must be established from the beginning as
minimum radius, maximum slope vehicle design, cross section.
The topography is one of the main factors in the location of a road.
an engineer examines a strip of land looking for the topographical characteristics that
it restricts the stroke; these controls can be natural or man-made.
It generally affects alignments, slopes, visibility, and sections.
transversals of the road. Mountains, valleys, hills, steep slopes, rivers, and lakes
they impose limitations on localization and are, consequently, determinants during
the study of the routes.
PREPARATION OF SKETCHES
The study of the routes is usually carried out on a map of the region.
which are a representation of the terrain, obtained by projection
about a plane, of a part of the spherical surface of the Earth. The relief
the terrain is represented in maps through the contours of
level, curves that connect points on the ground situated at the same elevation.
APPROXIMATE LENGTH OF THE ROUTE
The length of a road is directly related to its alignment;
many times, this length is increased, both by developments
as through the control points, moving away from the straight line between the points
roadway terminals.
The calculation of the approximate length depends on the type of terrain where it is
conducts the study and it can be determined:
• FLIGHT LINE
The flight line is called the line that connects the terminal points of a
road and therefore it is the shortest distance between these points; in the
in practice, the length of the road will be greater than this ideal line, since
that the route will adjust to the topography of the terrain. For this reason, the
Approximate length is determined by increasing the flight line by a
percentage of length that depends on the type of terrain topography.
ROUTE SELECTION
The first stage in the development of a road project consists of the
study of the routes that are understood as the strip of land, of variable width,
that extends between the terminal and intermediate points through which the
the road must necessarily go through, and within which it may be located
the layout of the track.
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The identification of a route through these required or control points
primary and its passage through other less important or intermediate points or
Secondary control causes several alternate routes to appear. They are an example of
secondary checkpoints: hamlets, river crossings and ravines, crossings with
other roads, stable areas, forests, etc.
For all alternate routes, it is necessary to carry out the activity.
called route selection, which includes a series of tasks
preliminaries related to data collection, study of plans,
aerial and land reconnaissance, study polygons.
EVALUATION OF THE ROUTE TRACE
The best route among several alternatives, that allows linking two extreme points or
terminals, will be the one that according to the topographic, geological conditions,
hydrological and drainage, offer the lowest cost with the highest utility index
economic, social and aesthetic. Therefore, for each route it will be necessary to determine, in
approximately, the costs of construction, operation, and maintenance of the future
way to project, so as to compare them with the expected probable benefits.
There are several methods for evaluating routes and alternate paths, with which one can
you will be able to make the best selection. Among these methods is Bruce's.
in which the concept of virtual length is applied. Compare, for each route or path
alternate, their lengths, their elevations and their slopes, taking into account
only the increase in length corresponding to the tensile stress in the
pending. It is expressed as:
X 0= X +k ∑ y
Where:
X0Resistance length (m)
X = Longitud total el trazado (m)
∑y = height difference or sum of height differences (m)
K = Inverse of the traction coefficient.
The value of k can vary and depends on what material the road is going to be made from:
Tipo de Superficie Average value of k
dirt road 21
Macadam 32
Asphalt pavement 35
Rigid pavement 44
LINE OF SLOPE OR ZEROS
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It is a line that connects the mandatory points of the project while preserving a
specific, constant and uniform slope, this line is level with the ground and,
If it coincides with the axis of the road, it would require minimal earth movement.
To draw a slope line on the plane, a compass is used,
pointing out locations on the contour lines that form lines of equal
length, equivalent to the opening of the compass, which is calculated from the
next way:
Analyzing some simple contour lines, it can be seen that the line that
it must mark the compass corresponding to the horizontal projection of the line
that connects points A and B, that is, the line AC. In turn, the projection
vertical (BC) corresponds to the elevation difference between points A and B, or
namely, the equidistance between the contour lines. Therefore, considering
The tangent of (α) is the slope of the possible 'axis of the path', then the opening
of the compass remains:
BC equidistance of the contour lines
AC= =a=
tan(∝) specific pending
The slope must be written in decimal notation The opening (a)
It should be searched for in the compass at the same scale as the map or the plan.
Then the points indicated by the compass are marked successively.
about the contour lines and they are joined with lines, starting from one
from the checkpoints until reaching the next one. The procedure is
You can repeat in the opposite direction and thus find a different route.
When it is not possible to connect two consecutive contour lines with a
determined opening of the compass, imposed by the slope
If specified, the following can be attempted:
• Find double the current opening in the compass and try to
join two non-consecutive contour lines.
• Mark a midpoint between the two contour lines.
adjacent, so that they can be connected with two lines of
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longitude. It should be taken into account that in this way the
slope decreases to half of the specified value, as the
the equidistance of the contour lines is reduced by half, without
adjust the compass opening in equal proportion.
• If the contour lines definitely cannot be joined, then
you must change the slope of the section and calculate a new one
opening. This means that the topography of the land presents
a considerable change in that area that warrants a change of
slope on the road. It should be attempted to maintain the slope in
segments of the longest possible length and that, when necessary
change it, the new slope will not differ much from the previous one,