FEDERAL UNIVERSITY OF JUIZ DE FORA

SCHOOL OF ENGINEERING
UNDERGRADUATE COURSE IN CIVIL ENGINEERING

PRACTICAL WORK ON ROADS

JUIZ DE FORA
FEBRUARY /2021
 BEATRIZ GOMES HENRIQUES - 201724107
IASMIN FERREIRA NERY - 201724012
MARIANA OLIVEIRA DE CASTRO - 201724009
PATRICK FARINATI LOPES FERREIRA - 201724043
PÉTRINA KENNEDY REIS - 201724033

PRACTICAL WORK ON ROADS

Paper presented for the

Discipline of Roads in
Civil Engineering, oriented
by teacher Ana Maria
Stephan.

JUIZ DE FORA
FEBRUARY / 2021
 SUMMARY

INTRODUCTION…………………………………………………………………………….4

OBJECTIVE………………………………………………………………………………...5

TECHNICAL REPORT………………………………………………………………….6
3.1 Environmental Study ..................................................6

3.2 Technical-Economic Feasibility Study..................................................6

3.3 Traffic Study.................................................................7

3.4 Study of the Layout...........................................................7

Trace 1 ………………………………………………………………………………….8
Trace 2 ………………………………………………………………………………….9
Drawing 3 ………………………………………………………………………………….9

CLASSIFICATION OF HIGHWAYS................................................10

4.1 Regarding the geographic orientation....................................................10

4.2 Regarding the political-administrative aspect…………………………………...11

4.3 Regarding the technical conditions ...

4.4 Regarding the function………………………………………………………………...12

4.5 Regarding the nature of the superstructure..........................13

CLASSIFICATION OF THE HIGHWAY ACCORDING TO RELIEF…………………………...13

SPEED…………………………………………………………………………...14

CAPACITY OF SERVICE LEVELS..........................................................14

PROJECT VEHICLE……………………………………………………………….14

VISIBILITY DISTANCE .............. 15

9.1. The ineffective stoppage of the strike ……………………………………………...15

9.2. The strike's effect of stopping...

9.3. By table ..............................................................16

9.4. Overtaking……………………………………………………………...16
DOMAIN RANGE…………………………………………………………………....17

Shoulder………………………………………………………………………..17

TRAFFIC LANE……………………………………………………………………….18

MINIMUM RADIUS OF HORIZONTAL CURVE ..................................................18

CONCLUSION ................................................................. 20

ANNEXES………………………………………………………………………………….22

BIBLIOGRAPHIC REFERENCES...................................................25
 1. INTRODUCTION

Routes are means for the mobilization of transport, being classified as

according to its function and geographical space, in urban areas - of fast transit,
arterial, collector and local - and on rural roads - highways and roads. Starting from
from this parameter determines its maximum speed, its constituent material,
your signals, need for traffic lights, among others
determinations.

Still about roads, according to the Brazilian Traffic Code (CTB), in art.
2°, it is stated that "urban and rural roadways are streets, avenues, the
streets, paths, passages, roads and highways, which will have
its use regulated by the body or entity with jurisdiction over them,
in accordance with local peculiarities and special circumstances.
also according to Annex I of the same, "the surface through which transit
vehicles, people and animals, including the track, the sidewalk, the shoulder,
island and central median.

Thus, the roads are important constituent parts of urban centers and
rural areas, requiring the use of technical standards for their construction. The
highways, in turn, the type of road being studied in this work, are
classified as paved rural roads. Thus, they can influence the
local and inter-regional economic activities, often being responsible
for the improvement of the quality of life in its surroundings, due to the link between
localities strengthening their ties and facilitating the movement of goods and people
between each other.

With this, during its preparation, it is necessary to respect factors

political, economic, and social. In such a way that the impacts are minimized.
negatives caused, once the environmental impacts already generated are inevitable.
Therefore, it is also of utmost importance to carry out a critical analysis.
of the local ecosystem before its construction.

In summary, it can also contribute to the creation of cities and

small clusters along its extent, improve the economy in the
existing cities, improve vehicle flow and reduce travel time
between localities. The MG-353, in turn, which is the subject of study, consists of a

state highway of Minas Gerais, mostly paved on track

simple, with a total length of 163.2 km. Starting at the junction with the
MG-285, in Piraúba and finishing only in the municipality of Rio Preto. The same
serves a total of nine municipalities, being considered one of the main ones
highways in the region.

2. OBJECTIVE

This work aims to carry out a new project for the layout of a
section of the existing highway MG-353. The section has approximately
2.5 km and is located just after the Military Highway Police Post.

Throughout the work, several stages will be developed in order to outline the
best possible route in the segment. Considering that during all stages there will be
also analyzed aspects related to vehicle traffic safety,
economy of financial resources and time. In addition to ensuring that the excerpt
pass through mandatory points, where you will serve some city or region.

Regarding the safety of vehicles and their drivers, it will be essential

define the guideline speed of the section, as from it it is possible to calculate the radii
suitable for the curves, the maximum distance of visibility and the speed
maximum of the section. Concurrently, the local relief is another factor
determinant in the outline, especially when the intention is to have the lowest cost
possible finance. Places with many variations in altitude may have
greater amounts of curves. Once to cross the elevations
There would be a need for very costly works, such as tunnels, bridges, and cuts.

3. TECHNICAL REPORT

3.1 Environmental Study

Through satellite images and also from the IDE - Sisema website, it was possible
observe the location of vegetation concentrations in order to prioritize the
contours of the same. Furthermore, according to the Basic Guidelines for
Preparation of Road Studies and Projects, from the National Department of
Transport Infrastructure (DNIT, 2006), no area was found.
protected by law that could prevent the realization of the layout.

3.2 Technical-Economic Feasibility Study

Every project has intrinsic risks. To avoid them, are

studies were conducted to evaluate technical feasibility, where it is verified that the

existence of technical resources that enable the obtaining of the final product and
its specifications. In addition to economic sustainability, which studies the best,
the best investment alternatives to check their return
meets the financial return requirements of the beneficiaries. These
conditioning interferes and takes on importance because, within the
the conceptualization of engineering, it is not enough to think about the pure and simple connection, it is

it is necessary that this is done in a way that best serves the interests of
community and be as economical as possible.

Located atmesoregion of the Zona da Mata, the highway connects the valley of theRiver
Doveto the valley ofRio Pretit is part of the tourist circuitsNew Path,
Green Paths of Minas, Nook of the Barons, andIbitipoca Mountains. É
also the highway that gives access to theRegional Airport of Zona da Mata,
located between the cities of Goianá and Rio Novo. The present study aims
analyze and develop a new section for the MG-353, leaving from Juiz de Fora
Colonel Pacheco sense, a route that currently has many curves.
accented.

Juiz de Fora is the largest municipality served by MG-353. Its population was
estimated in 2020 at 573,285 inhabitants and occupies aarea1,429.875 km²,
of which only 317,740 km² are inurban perimeterPresenting a GDP
ofR$16,923,043.91 million. Meanwhile, Colonel Pacheco, in turn, is a municipality
smaller, with 3,125 inhabitants and a total area of 130.287 km². With a GDP ofR$
20,639.466 thousand, its main economic activity currently is livestock farming.

Thus, the development of the road would benefit both cities and all
others served by the MG-353. This is because it would facilitate access to the largest center

economic development of the region: Juiz de Fora, which would allow for the development of

neighboring regions. At the same time, the highway also provides access to
Regional Airport of the Zona da Mata. Thus, with this new route, we would be able to
a better layout that would ensure greater safety for users.

3.3 Traffic Study

According to the DNIT Traffic Manual (2006), the traffic of a road

is characterized by its volume, speed, and density. From which it is
possible to assess the overall movement fluency of vehicles and determine their
traffic based on your Average Daily Volume. Given that the proposed work is
done for a Class I-B highway, this corresponds to a road with a lane
simple with Daily Average Volume (VDM) above 1400.

3.4 Study of the Layout

The study of the layout was done based on a topographic map of

region. The map contains the contour lines, thus showing what the topography is like and
local relief. The section to be traced is 2.52m in length. It will be
a study was conducted to determine the best layout, taking into account
amount of cuts or embankments and mandatory passage points of
circumstance and condition. As it is a small excerpt, the obliged point of
the circumstance was the throat at the first curve (north-south).

Below are three route options to be analyzed:

a. Track 1

In this layout, 4 tangents (blue color) were made addressing the point
mandatory circumstance and taking the baseline (red line) as
reference. This base line was drawn from the beginning to the end of the section and would be the trace

shorter and faster, however, it would not be the most economical. The 4 tangents
total 2.03 km in length. The curve based on the 4 tangents would be the most
economic, given the reduced amount of cuts and landfills.
 Image 1 - Drawing 1 (Drawing made with the help of Paint)

Tangent Length Difference of Quotas Slope

1 501.98 -20 -3.98%

2 633,70 -10 -1.57%

3 593.28 +50 -8,42%

4 302.76 +0 +0.00%
Table 1 - Parameters of Route 1

b. Route 2

In this drawing, 3 tangents (blue color) were made meeting the point.
mandatory of circumstance and taking the baseline (red color) as
Reference. The 3 tangents total 1.95 km in length.
 Image 2 - Trace 2 (Line made with the help of Paint)

Tangent Length Difference in Quotas Slope

1 501.98 -20 -3.98%

2 633,70 -10 -1.57%

3 816.27 +50 +6.13%

Table 2 - Parameters of Layout 2

c. Trace 3

In this layout, 2 tangents (blue color) were made meeting the point
mandatory circumstance and taking the baseline (red line) as
Reference. The 2 tangents total 1.68 km in length, being thus the
shortest route among the three analyzed and having a quantity
acceptable cuts and fills.
 Image 3 - Line 3 (Line drawn with the aid of Paint)

Tangent Length Difference of Quotas Slope

1 501,98 -20 -3.98%

2 1180,00 +40 +3.38%

Table 3 - Parameters of Trace 3

Therefore, taking into account the size of the excerpt and the savings with
For cuts and embankments, the layout 3 will be used, with 2 tangents and one curve.

horizontal.

4. CLASSIFICATION OF HIGHWAYS

4.1 Regarding geographical orientation

The highways receive a designation according to their location.

geographical, its jurisdiction and its form of connection. In this way, it is possible to affirm

about the highway under study, classified as MG-353, which is state-owned,

due to the nomenclature MG. And also, because of its entire extension being found
within the limits of Minas Gerais.
 In addition, it can be classified as a diagonal highway, due to the
your first digit being 3. And finally, regarding its final digits,
that determine your position in relation to the federal capital and the extreme limits
of the country, as the highway under study is oriented from Northeast to Southwest, since

your last two digits are odd, ranging from 53 to 99.

4.2 Regarding the political-administrative aspect

The management of the highway shall be carried out by the Department of

Roadways (DER), since it is a state highway, or
be, that connects cities of a state to its capital. Therefore,
the responsibility of the state government for its construction and maintenance. Thus,

as it is within the limits of the state of Minas Gerais, it will be up to its

administration to the Department of Buildings and Roads of Minas
General (DER/MG).

4.3 Regarding technical conditions

The technical standard of a highway directly influences the operations of

traffic that it will have after being built, such as its speed, width of the
lane and shoulder, visibility distance, among other determinants. From this
form, rural roads are classified according to 5 classes. Being the
highway under study classified as Class I-B. That is, corresponding to a
project on a single track, of high standard and that supports traffic volumes
designed for 10 years after opening to traffic.

According to the Geometric Design Manual for Rural Roads

(DNER, 1999), it is indicated for cases where the demand met must
to be greater than 200 VMH (Project Hourly Volume) or 1,400 VMD (Volume)
Daily Average of vehicles that pass through a specific stretch of the road), without the

need for the adoption of higher-level design classes.

 Table 4: Classification of project classes. Source: DNER (1999) - page 190

4.4 Regarding the function

A highway can be classified according to its function and services

offered, in: arterial, collector, and local. Depending only on the technical standard
adopted, as outlined in the table below:

Table 5: Classification of highways according to their functions. Source: DNER (1999) - p.58

In this way, the route under study, already classified as Class I-B, if
fits into the functional class of the Main Arterial System. Being a highway
arterial characteristic of high mobility for large volumes of
traffic. In order to serve long distances. And that among its
characteristics, it presents itself as routes with an average length of 120 km,
providing traffic at speeds of 60 to 120 km/h and that as the main
function presents mobility.

4.5 Regarding the nature of the superstructure

Roadways are composed of several layers arranged

about the subject, in such a way that the constituent materials divide them into
flexible pavement roads and rigid pavement roads. Thus, in the project in
The study will use flexible pavement, which consists of a covering.
thin bituminous (asphalt) and layers of base, sub-base and subgrade reinforcement,
if the foundation material does not meet the service prescriptions related to
support capacity.

5. CLASSIFICATION OF THE HIGHWAY ACCORDING TO RELIEF

It is possible to classify highways, according to the terrain, into 3 categories.

different types, namely: flat, wavy, and mountainous. Their determination is made
following the LMD (Line of Greatest Decline), as shown in the table below. That
uses as a basis the steepest area of a region, from which
determine your relief.

LMD Region

Less than 5% Plan

Between 5 and 15% Undulated

Greater than 15% Mountainous

Table 6 - Classification of the relief according to its slope

Once the route used for study has been determined, it is obtained through
he said that the most sloped area has a slope module of 3.98%.
Being, therefore, classified as a flat region (LMD<5%). Among its
particularities, this type of region allows for great visibility distances,
fewer difficulties in construction and also a lower cost, due to the low
earth movement.
 6. SPEED

Knowing that the highway is class I and that its relief is considered
plan, according to the following table we can conclude that the speed of
the project is 100 km/h.

Table 7 - Design Speeds. Source: DNER, 1999.

Furthermore, the average speed, according to the Deployment Manual

The basic road speed (DNIT, 2010) is 75 km/h.

7. SERVICE LEVEL CAPACITY

According to the average daily volume, it can be concluded that the highway is
at service level C, where the flow is stable, but the speeds and the
Overtaking is controlled by the high volume of traffic.

8. PROJECT VEHICLE

In the present study, according to the technical conditions already

established, the following project vehicle classes were defined: Class VP

(light vehicles) and CO (conventional trucks and buses). In this way, the table
the following presents all the necessary characteristics of the vehicles
aforementioned.
 Table 8 - Main basic dimensions of project vehicles (m). Source: DNIT, 2010.

9. VISIBILITY DISTANCE

9.1. Of the ineffective strike stoppage

2
d = 0.278 V.t + 0.039V j

d = 100km/h (design speed)

t = 2.5s (reaction time)
j = 3.4 m/s² (deceleration time)

d = 184.2 m

9.2. From the effect of the strike

V2
d = 0, 278.V.t + 254(j/9.81) + i

d = 100km/h (design speed)

t = 2.5s (reaction time)
j = 3.4 m/s² (deceleration time)
i = -6.5% (slope of the grade)

d = 192.15 m
 9.3. By table

According to the Geometric Design Manual for Urban Crossings (DNIT

2010), for the gradient of approximately 7% and the design speed of 100 km/h,
the stopping visibility distance is 165 m, as shown by the Table
9.

Table 9: Stopping Sight Distance through Design Speed and Grade Slope. Source:
DNIT (2010)

Overtaking

According to Table 10 presented below, taken from the Design Manual

Urban Crossing Geometry (DNIT, 2010), the visibility distance of
the overtaking will be 680 meters.
 Table 10: Overtaking visibility distances - Geometric Design Manual for Crossings
Urban. Source: DNIT (2010).

10. DOMAIN RANGE

According to the table below (Table 11) extracted from the Design Manual
Geometric of Rural Highways-DNER (1999), the width of the right of way of
A class I highway with flat terrain is 60 meters.

Table 11: Width of domain strips (m) based on class and type of terrain. Source: DNER (1999).

11. Shoulder

According to the table of the Rural Roads Geometric Design Manual

DNER (1999), the width of the external shoulder according to design class I
and for the flat relief it is 3.00 m.

Table 12: Width of shoulders (m) based on class and type of relief. Source: DNER (1999).
 12. TRAFFIC LANE

The roadway is the paved path where cars will go.

to traffic. It is the area intended for the passage of one vehicle at a time,
they can be single tracks or double tracks.

In this specific case, the type of rolling strip to be adopted is the

of a simple track, given that, according to the technical conditions, it is a
class I-B highway.

Table 13 - Width of the lanes in tangents. Source: DNER (1999)

Thus, according to the table above and regarding a highway

of flat relief and class I-B, the width of the rolling lane to be adopted for the
The road under study will be 3.60 m.

13. MINIMUM RADIUS OF HORIZONTAL CURVE

Circular horizontal curves are used when combining two

tangents with a circle's radius. Their study is essential for agreement,
because even when using a transition curve, the circular curve
continues to be used in the central part of the agreement.

For the determination of the curve radius, the following must be taken into consideration

two factors: the stability of vehicles that go through the curve at high speed
speed and the minimum visibility conditions. Thus, the curve's radius
horizontal is the smallest radius that can be used in the project, being determined
through the following relationship:

V2
Rmín= 127×(emáx+fmáx )

Being,

V, the design speed of the runway;

emáxthe maximum allowable superelevation rate adopted;
f máx, the maximum coefficient of transverse friction tire/pavement.

For the highway under study, the adopted values will be:

V: 100 km/h;
emáx 10%, applied to Class I highways, with flat terrain;
f máx0.1275, according to the recommended AASHTO relationship (f = 0.19 - V/1600).

Therefore, the minimum radius to be adopted for the horizontal curve is

346.11 m. The DNER table below presents the minimum values for the radius
minimum to be adopted according to the guideline speed and the rate of
superelevation.

Table 14 - Values of minimum radii as a function of maximum superelevation rates (in meters). Source:
DNER (1999)

Meanwhile, the minimum radius for this highway, according to the values
presented will be 345 m.
 14. CONCLUSION

In light of the preliminary studies conducted for the classification of MG-353

and determination of the best section for its continuation. So that it was a
path with little earth movement and less environmental damage,
economic and social for the region and the population that resides in the area. It was decided

for the third drawing made, which has only 2 tangents and one lesser
slope in light of the presented scenario, in which the planimetric and altimetric differences

are significant.

In addition, the chosen section will generate smaller curves, which may,
also, assist in reducing traffic accidents. Thus, the initial stage of
the planning of the highway yielded satisfactory results, according to the
current road regulations and legislation in the country.
 Annex I

Hand-drawn Trace 1
 Annex II

Hand-drawn outline 2
 Annex III

Hand-drawn Trace 3
 [Link]

Bibliographic Material of the Road Course at UFJF - Prof. Ana Maria

Stephan. College of Civil Engineering - Department of Transportation and
Geotechnics UFJF.

DNER - NATIONAL DEPARTMENT OF HIGHWAYS. Manual

of the Geometric Project of Rural Highways, 1999.

TECFIL. What types of roads exist in Brazil. Available at:

<[Link]
Accessed on: February 6, 2021.

CTB DIGITAL. Annex I. Available em:

<[Link] on: February 6, 2021.

CTB DIGITAL. Article 2. Available em:

<[Link] on: February 6, 2020.

[Link]-353. Available at: < [Link]

Accessed on: February 6, 2020.