Description DATN

National University Of Civil Engineering Highway And Traffic Engineering
Bridge and Road Faculity Graduation Project - Description
PREFACE
In the career of building and protecting country, communication and transport
are essential contributing important roles. Along with country's continuous development
in the past years, field of capital construction generally and civil engineering
construction in particular have invested by government and party and having deservedly
proud achievements. In the next years, in order to implement the career of modernization
and industrialization, communication and transport must precede a step, serve purposes
of socio-economic development.
In the recent years, the government is investing much in transportation and
communication; advanced constructing technologies are applied in Vietnam. To apply
in fact, civil engineers’ level must be better and better.
Aware of that, and want to contribute to the overall development of the country,
I have chosen myself and go deep specialist research Highway and Traffic Department
of Bridge and Road Faculty, National University of Civil Engineering.
Graduation project is the result of the accumulation of knowledge during learning
and research in the university.After learning and gathering knowledge in National
University of Civil Engineering, now i am designing a graduation thesis:
“ROAD CONSTRUCTION PROJECT THROUGH TWO POINTS A3-B3"
This is important works with a large volume of work includes all steps from the
preliminary design, engineering design, and construction design. Therefore despite my
best efforts, but certainly I can not avoid mistakes. I look forward to the comments of
the teacher let me get more rewarding things.
I sincerely thank the teachers in the Department of Highways and Traffic
Engineering, the teachers of the National University of Civil Engineering has taught me
during study time and research at school. Especially Doctor Dinh Van Hiep teacher, who
has dedicated guide and help me fulfill this graduation project.
Thank to you sincerely!
Student: Nguyen Truong Giang
Lecturer: Dr.Dinh Van Hiep Page 1

Student: Nguyen Truong Giang _Class:58CDE _ ID: 5640.58
THE REMARK OF LECTURER

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Dr.Dinh Van Hiẹp

PART I
PART I
PRELIMINARY DESIGN
PRELIMINARY DESIGN

CHAPTER 1: GENERAL INTRODUCTION

1.1. Overview.
The A3-B3 road project is a key traffic project serving the road from Kien Giang
town (Le Thuy district) to Quan Hau town (Quang Ninh district). It is also a construction
in the provincial road system of Quang Binh province that has been planned. As the road
is built, it will be the bridge linking the two economic, political and cultural centers of
the province. The completed project will meet the demand for traveling and transporting
goods between Kien Giang town and Quan Hau town, while also promote the economic
and tourism development of the province. As a basis for calling for investors and
creating favorable conditions for investment, carrying out a construction planning and
estabiling a feasibility project for building the A3-B3 route are very important and
necessary.
1.2. Object, research scope and implementation organization of the
project.
1.2.1. Object, research scope
- The route crossing two points A3- B3, connecting Kien Giang town (Le Thuy
district) to Quan Hau town (Quang Ninh district).
- The route’s length: 4.8 km (as the crow flies)
- Point A3 belongs to Ngan Thuy Commune - Le Thuy District at an elevation of
about 470m above sea level.
- Point B7 belongs to Truong Xuan commune - Quang Ninh district at an
elevation of 519m above sea level
1.2.2. Implementation organization
- Company: Institute of Planning and Transportation Engineering.
- Adress: 55 Giai Phong Street, Dong Tam Ward, Hai Ba Trung District, Hanoi
1.3. Basis for establishing the project
1.3.1. Legal foundation
- Pursuant to the Construction Law No. 16/2003 / QH11 of November 26, 2003 of the
National Assembly
- Pursuant to the Government's Decree No. 08/2005 / ND-CP of January 24, 2005 on
Construction planning
- Pursuant to the Construction Ministry's Circular No. 15/2005 / TT-BXD of August
19, 2005, guiding the elaboration, appraisal and approval of construction plannings
- Pursuant to Decision 06/2005 / QD-BXD dated 03/02/2005 of the Minister of
Construction about promulgating cost quota for construction planning
- Pursuant to the Construction Ministry's Circular No. 16/2005 / TT-BXD guiding the
adjustment of construction cost estimates
- Vietnam Construction Standards and other related standards and regulations
- Economic Contract No. 09-HNX-141 between the Project Management Unit and the
Consultancy Company of University of Civil Engineering
- Decision No. 274 / QD-UBND dated 30/10/2015 of the People's Committee of
Quang Binh province approving the task of preparing the investment project of
building road A7 - B7
- Notices from the People's Committee of Quang Binh province in the course of
implementation in order to direct the speeding up and settlement of arising problems;
- Outline of design survey on basic design of A3-B3 road construction project No.
2212 / DHL of Consultancy Company of University of Civil Engineering
1.3.2. Related references.
- Master planning for socio-economic development in Quang Binh province for the
period 2010-2020
- Specialized planning: Land use planning, social infrastructure planning (schools,
health care, etc.) and technical infrastructure (transportation, irrigation, electricity,
etc.)
- The results of investigation, surveys and data on hydro-meteorology, geography,
geology, economic and social status and other relevant data.
1.3.3. Normative process systems apply
1.3.3.1. Survey process
- Road Survey Procedure 22TCN27-263-2000 [12]

- Hydrological survey procedure 22TCN220-95 [13]
- Geological drilling process 22TCN82-85 [14]
1.3.3.2. Design process
- Specification for highway design TCVN 4054-2005 [1]
- Rules of flexible pavement design 22TCN211-06 [7]
- Design process of rigid pavement 22TCN223-95 [8]
- Fixed pie culvert 533-01-01 [9]
- National Technical Regulation on Road Signs and Signals QC41-2016 [10]
- Bridge Design Rules for Limit State: 22TCN18-79 [11]
1.4. Natural characteristics, socio-economic situation

1.4.1. Natural characteristics.
1.4.1.1. Geographical location
Quang Binh is located in the North Central of
Vietnam, with a natural area of 8,000 km2 and a
population of 877,702 people in 2016.
Geographic coordinates in mainland are:
• North Pole: 180 5 '12" North latitude
• South Pole: 170 05'02" North latitude
• East Point: 106059'37" East longitude
• West: 105 036 '55 " East longitude
The province has a coastline of 116.04 km in the east and borders Laos with
201.87 km in the west, has Hon La port, Dong Hai airport, National Highway 1A and
Ho Chi Minh road, North – South railway, National Road 12 and Provincial Road 20,
16 running from East to West through Cha Lo International Border Gate and some other
auxiliary border gates connecting to Laos.
1.4.1.2. Topography, climate

a. Topography
According to the relief diagram of the entire territory of Vietnam, Quang Binh
belongs to Viet-Laos folding zone developed on the northern edge of an ancient
subcontinent located in the south of Hai Van. From the beginning of Paleozoic (about
500 million years ago), most of Quang Binh's terrain has been eroded and gradually
formed due to the lifting movements of the earth’s crust at the end of Paleozoic (about
200 million years ago).
General characteristics of Quang Binh terrain is narrow, the narrowest place
(latitude in Dong Hoi) in the East-West direction is only approximately 50 km, unevenly
steep from the West to the East. Delta, estuary area is only 2 - 3m higher than sea level,
while coastal sand dunes are higher, even up to 40 - 50m high.
Along with the geographic distribution in the direction of West - East, the terrain
in the south - west direction is also clearly distinguished. The terrain type is gradually
lower from north to south direction sub-parallel. The north of Quang Binh is Hoanh Son
mountain range - Ngang pass, Minh Hoa mountain area that is 2000m high, down to
Quang Ninh highest mountain is only 1.257m. Gianh River is the typical consequence
of Rao Nay fault creating the largest water tank.
The geographic distribution of Quang Binh in the direction of East-West and
North-South, especially the division by elevation and submontane mountain direction
has directly influenced the distribution of matter and energy, the climate (moisture) and
the vegetation classifications, create the unique ecological diversity of Quang Binh.
In terms of structure, 85% of Quang Binh's natural area is mountains and hills,
the rest is plains. Quang Binh is divided into four distinct areas:
- Mountainous areas: with a total area of 5,236.16 km2, accounting for 65% of
the natural land area, are divided into three types: mountainous, medium mountain and
lowland.
- Hilly area: covering an area of 1,677.95 km2, accounting for 19.7% of the total
area of natural land.

- The delta area has a total area of 866.90 km2, accounting for 10.95% of the
natural land area. - The coastal area is mainly crescent-shaped or fan-shaped sand field
with a total area of 358.40 km2, accounting for 4% of natural land area, from 3 to 4
meters to 50 meters high, distributed throughout the coast of the province
The route A3-B3 is located in the lowland, with the maximum height Hmax
= 583m
b. Climate
General characteristics of Quang Binh climate is tropical monsoon, strongly
influenced by tropical atmospheric circulation system such as tropical convergence,
subtropical high pressure, and also influenced by transitional climate between the North
and the South, one season is dominated by the tropical climate of the South and one is
characterized by cold climate of the North.
Because of the narrow terrain, the mountains are close to the sea and at low
latitudes, the climate is complex, influenced not only by continental climate but also
oceanic climate, reflecting climate conflict South - North, East - West. Climate elements
are polarized. Each year the climate is divided into two distinct seasons: the hot season
and the cold season, in contrast to a drastic drought cycle is a very high moisture cycle.
Rainy season comes with cold and storm. The sunny season is associated with the hot
dry west wind (Laos wind) and drought.
1.4.1.3. Nature resources
- Land resources: Land resources are divided into two main types: siltland in the
delta and pheralitic system in the hills and mountains with 15 types and 3 main groups:
sandy soil, alluvial soil and red yellow soil. Of which, red yellow soil accounts for more
than 80% of the natural land area, mainly in hilly terrain in the west, sandy soil accounts
for 5.9% and alluvial soil accounts for 2.8%.
- Plant and animal resources: Quang Binh is located in the Northern Truong Son
biodiversity area, which has diverse and unique flora and fauna with many precious and
rare genetic resources. The biodiversity in Quang Binh is the Phong Nha-Ke Bang
region.

- Coastal and marine resources: Quang Binh has a coastline of 116.04 km with
5 estuaries, including two major estuaries, Nhat Le port, Gianh port, Hon La port. Hon
La bay, which water surface area of 4 km2, has a depth of over 15 meters and the
surrounding islands: Hon La, Hon Coc, Hon Chua, can allow ships of 3-5 thousand tons
to enter the port without dredging.
The coast has many beautiful landscapes. With the continental shelf which is 2.6
times larger than the mainland area, Quang Binh has a large fishing ground with a
reserve of about 10 thousand tons and a rich variety of species (1650 species). These
include rare species such as lobster, black tiger shrimp, squid, cuttlefish, coral. In the
north of Quang Binh, there are white coral reefs with an area of tens of hectares, which
is a precious resource for handicrafts producing and creating ecological zones of the
coral system. This would allow the development of integrated coastal economy.
Water surface for aquaculture: With 5 estuaries, Quang Binh has a water surface
area which capability of aquaculture is quite large. The total area of 15,000 hectares.
Salinity of water varies from 8-30% o and the pH from 6.5 to 8 is very favorable for
shrimps and crabs farming for export. Semi-diurnal tide regime is favorable for water
supply and drainage for shrimp ponds.
- Water resources: Quang Binh has a large river system with a density of 0.8 -
1.1 km / km2. There are five main rivers: Roon, Gianh, Ly Hoa, Dinh and Nhat Le.
There are about 160 natural and artificial lakes with an estimated capacity of 243.3
million m3.
- Mineral resources: Quang Binh has many kinds of minerals such as gold, iron,
titanium, pyrite, lead, zinc ... and some non-metallic minerals such as kaolin, quartz
sand, limestone, marble, granite ... In which, limestone and kaolin have large reserves,
qualified for the development of cement industry and construction materials on a large
scale. There is a hot mineral spring at 105oC. Gold reserves in Quang Binh have the
potential to develop the gold mining and processing industry.

1.4.2. Population and labor.

The population of Quang Binh in 2016 is 877,702 people. The majority of local
residents are Kinh. Ethnic minorities of Chut and Bru-Van Kieu ethnic groups are Khua,
Ma Lieng, Ruc, Book, Van Kieu, Mm, Arem, etc. living in two mountainous districts of
Tuyen Hoa and Minh Hoa and some communes in western Bo Trach, Quang Ninh, Le
Thuy. Population distribution is uneven, 80.36% live in rural areas and 19.64% live in
urban areas.
1.4.3. Economic development situation
In 2016, Quang Binh contributed VND 3,067 billion to the state budget,
compared to VND 1,840 billion in 2012 and VND 810 billion in 2008. GDP per capita
in 2016 reached $ 1,260 compared to $ 1,000 in 2012. The 2006 period In 2010, Quang
Binh province achieved a GDP growth rate of 11-12% per annum, of which industrial
production value reached VND 9,791 billion in 2016, an increase of 9.5% over 2015,
the same period increased by 10.1 %. The value of the service sector increases by an
average of 11-12% per annum. By 2015, the total retail sales of goods and services reach
VND 18,324 billion, up 9.5% over the same period in 2014. Agriculture, forestry and
fishery increase by 4 - 4.5% per annum. Export turnover in this period increased by an
average of 14-15% per year to reach $ 104.2 million by 2015. Import turnover is
estimated at $ 115.4 million by 2015.
Economic structure: 2016: Agriculture, forestry and fishery: 22.9%, industry -
construction: 25.7%, Services: 51.4%. Total investment in the province in 2016 is
10,824 billion.

Economic structure in 2016 of Quang Binh province
22.9
51.4
25.7
Agriculture, forestry and fishery Industry Service
Quang Binh province has the project of Hon La port and Hon La industrial zone
under construction, which will be the driving force for economic development in this
province. Hon La port was built on an area of 32.3 ha with designed capacity of 10-12
million tons per year. In addition, there are also Hon La Industrial zone, a shipyard with
a total investment of 4.5 trillion dong; Thermoelectric plant has a total investment of
over $ 1 billion with a capacity of 1,200 MW.
Quang Binh has two special economic zones: Hon La Economic Zone and Cha
Lo Economic Zone and 6 other industrial parks.
1.4.3.1. Sociocultural.
Quang Binh is a land of literature, cultural sites Bau Tro, sites of Hoa Binh and
Dong Son cultures, many historical sites such as Quang Binh Quan, Luy Thay, Rao Sen,
the ramparts of the Trinh - Nguyen period, many famous places in the two resistance
wars against the invaders as Cu Mon, Canh Duong, Cha Lo, Heaven Gate, Xuan Son,
Long Dai, Ho Chi Minh. In the history, many well-known cultural villages have been
established and they have been handed down from one generation to another, such as
"The Noble Eightfolds": "Son - Ha - Canh - Tho - Van - Vo - Co - Kim". Many celebrties
in many fields of military, cultural and social such as Duong Van An, Nguyen Huu
Canh, Nguyen Ham Ninh, Hoang Ke Viem, Vo Nguyen Giap..
1.4.3.2. Traffic status.

Quang Binh is the hub of traffic, located in the midpoint and narrowest area of
Vietnam with a distance less than 50 km from the edge of the East Sea to the border
between Vietnam and Laos.
Waterway transportation with Hon La Port (12 million tons per year) is managed
and operated by Petroleum Technical Services Corporation (PTSC) under the Vietnam
Oil and Gas Group. There are also Nhat Le port and Gianh port.
Road traffic has National Highway 1A with 122 km long, Ho Chi Minh Highway
with 200 km long East branch and 197 km long West Branch, National Highways: 12A,
12C, 9B, 15A. There are a total of 174.5 km of railways running through the province
with 19 stations, including Dong Hoi Railway Station, one of the eight major stations in
the country and the Dong Le Railway Station. Air traffic has Dong Hoi Airport, along
with Phu Bai International Airport and Vinh Airport, is one of four major airports in the
North Central region, with flights connecting Noi Bai International Airport (Hanoi) and
Tan Son Nhat International Airport (Ho Chi Minh City) Cat Bi Airport (Hai Phong),
Chiang Mai International Airport (Chiang Mai) by airlines: Vietnam Airlines , VietJet
Air, Jetstar Pacific Airlines. In 2016, Dong Hoi Airport welcomed 365,820 passengers
(up 39.96% compared to 261,372 passengers in 2015).
National highways 12A, National Road 12C and National Road 9B are the main
routes connecting to Laos - Thailand through Cha Lo international border gate and some
other auxiliary border gates to Vung Ang, Gianh and Hon La seaports.
* Conclusion: By finding out information about Quang Binh province in general
and Le Thuy - Quang Ninh area in particular, it is worthwhile investing in the
construction of the A3-B3 road project

CHAPTER 2: DETERMINE THE TECHNOLOGY FACTORS

OF ALIGNMENT
2.1. Based design
2.1.1. Designing traffic volume
According to the highway specification TCVN 4054-2005 [1] then: Design
traffic volume is number of the passenger cars converted from all the vehicles which is
forecasted to pass a cross section of the road during the time unit in the computing year
( the 15th year in this project).
2.1.2Basic determination
The topography of terrain is relative steep, elevation difference between the
beginning, middle and the end of the road is quite large.
The function of the rout through two points A3 - B3: this is the provincial road
connecting two economic centers, political, culture of the province.
The figures about surveying and traffic forescast.
According to the figures about surveying and traffic forescast, traffic volume
through two points A3 – B3 in 15th year is 2175 veh/days, the component of vehicles:
Passenger Car : 25 %
Light truck : 20 %
Medium truck : 30 %
Heavy truck (with 2 axles) : 16 %
Heavy truck (with 3 axles) :9%
Traffic growth : q = 6%
The formular calculations: Nt = N0.(1+q)t
The first year traffic volume : (No)
𝑁15 2175
N15 = N0 (1+q)15  N0 = = = 908 (veh/day)
(1+𝑞)15 (1+0.06)15

2.2. Determine road level and technology factor

2.2.1. Road level
Table 2.1 : Volume types of vehicle
Percentage PCU equivalent

Vehicle
(%) factors
Passenger Car 25 1
Light truck 20 2.5
Medium truck 30 2.5
Heavy truck (with 2 axles) 16 2.5
Heavy truck (with 3 axles) 9 3
So the total number of equivalence car is :

Nxcqđ/ngđ =(25%1+20%2.5+30%2.5+16%2.5+9%3)2175=4720(veh/day)
Base on:
- The function of road.
- The topographic conditions where road located.
- Traffic design volume: Nxcqđ/ngđ
According to Table 3 and Table 4 paper [1]
So, the road level is chosen is:
 Road level : Level III
 Design Speed : Vtk= 60Km/h
2.2.2 Ideal capacity of the road
The ideal capacity of the road, Nlt is the capacity which is determined in ideal
condition (including the road condition and vehicle condition)
+ Assumption: vehicle continuously move on the road, the same kind of vehicle
and speed, the distance between two adjacent vehicle is constant and equal to Lo, which
is required so sufficient that if any vehicle suddenly stop then the driver of the followed
on keep in time to perceive and put on the brake to stop safety. Lo is called kinetic size
of vehicle.
+ Schema, refer to figure
+ Calculation
Formula:

1000V
NLT = ( Veh/h).
Lo
v v
i
L
o
Figure: Calculating the ideal capacity of the road
Where:
- NLT : Ideal capacity of the road (Veh/h)
- V : design speed (km/h)
- Lo : kinetic size of vehicle (m).
Lo = lpu + Sh + lo + lx
Where:
- l pu : distance of psychological reaction, calculate from the driver sight a
obstructive object in his path then just time to put on the brake to stop.
And tpu = 1 (s)
v(km/h)
l pu  (m)
3.6
- lx : vehicle length lx = 6 m
- lo : safe distance lo= 5 m
- Sh : braking distance, is calculated:
1000V
Sh  S2 
K V 2
254(  i)
Substitute them to calculated formula Nlt, we have:
1000V
N lt 
V K V 2
  l x  lo
3.6 254(   i)
Where:
- K: Factor of brake using, with passenger car K=1,2
- V: design speed V= 60 km/h

- i : gradient of the road, in normal condition i = 0

-  : longitudinal coefficient of friction, in favourable concision  = 0.7

So :
1000  60
Nlt  =1155 (veh/h)
60 1, 2  602
 65
3, 6 254(0, 7  0)
2.2.3 Actual capacity of the road
The actual capacity of the road, Ntt is the capacity which is determined in the actual
condition of the road and traffic.
+ The actual capacity (Ntt).
The actual capacity is equal to  0.3  0.5 Nlt
So: Ntt =  0.3  0.5 Nlt = 346÷578 (veh/h)
Base on normal condition of the road, we have: Ntt = 0,4. Nlt = 462 (veh/h)
2.2.4 Specific geometry of cross section
2.2.4.1 General introduction
Cross section is significant component for describing the road shape which is
changed depending on the terrain condition.
Pavement consist of carriageway and shoulder and median (if need).
When design speed is larger or equal to 40 km/h, shoulder must be treated.
In the project, median is not located and shoulder is treated.
2.2.4.2 Determining the number of lane
a,Determine the number of lane is to specify the carriageway fited traffic demand
(road capacity satisfies the traffic volume).
According to the specification TCVN 4054-2005 we have:
The number of lane is determined by the formula:
N ph
nl =
z.N cl
Where:
Nph : design traffic volume at peak hour
Nph = (0.10.12). Ntbnăm .
Ncl : the capacity of the lane.
Z: traffic serving rate (degree of using capacity) Z = (0.55-0.77)

According to [1], with the 60km/h design speed we have Z=0,77

0.12 × 4720
So: nl = = 0.735 (lane)s
0.77 × 1000
Based on terrain condition, economic-social plans and according to [1]

We choose : 2 lanes.
b, Lane width
Lane width and condition of the road surface have a significant influence on the
safety and comfort of the traffic.
Lane width is determined basing on dimension and speed of vehicle.
Carriageway width is determined basing on the number of lane, lane width,
distance of two vehicles in the opposite direction.
x x
c y
l2 l2
Figure 1.2.1: Determine the lane width

Calculations follow 3 diagram and for 2 types of vehicle:
+ Passenger car with small size but high speed, V= 80Km/h
+ Truck with large size but low speed (Maz200 is selected to calculate), V=
60Km/h
The lane width is calculate follow formular:
bc
B1làn=  x  y (m)
2
Whrere:
- b: body width
- c: Distance between two wheels
- x : Distance from edge of the body to the median
- y: Distance from the wheel to edge of part that the truck runs on
According to Zamakhaev suggest: x = y = 0.5 + 0.005V
 Case I
Two truck travel on two lanes in opposite direction and meet each other:

Calculate for Maz200 truck : b = 2.65m , c = 1.95m , V = 60 Km/hr
Thus : x = y = 0.5 + 0.00560 = 0.8 m
In normal condition:
(1.95  2.65)
B1= B2=  0.8  0.8 = 3.90 m
2
Total carriageway width : B= B1+B2 = 3.90 + 3.90 = 7.80 m
 Case II
Two passenger car travel on opposite and meet each other:
Calculate for Volga car : b = 1.54m , c = 1.22m , V= 80Km/hr

Thus: x = y = 0.5+ 0.005V = 0.5+0.005.80 = 0.9m
In normal condition:
1.54  1.22
B1= B2 =  0.9  0.9 = 3.18 m
2
Total carriageway width : B= B1+B2 = 3.18 + 3.18= 6.36 m.
 Case III
The truck and passenger car travel opposite and meet each other:

Easily the width of lane is : 3.18 + 3.90 = 7.08 m
According to TCVN 4054-05 [1]: With this types of road is moutainous area and
topographic condition would not ensure to design lane width large, so that:
So, We proposed Blane = 3.0 m.
2.2.4.3. Shoulder
Shoulder is the surfaced strip of roadway immediate adjacent to the carriageway
edge.
The faction of shoulder:
+ As a widening part of pavement to increase the safety and reliability for vehicle
operation.
+ For emergency stopping.
+ Temporary extra traffic lanes during road maintenance or carriageway
reconstruction.
+ For increasing the sight capacity on the road.
+ As a structural support to the pavement.
+ As a manner for increasing LOS (level of service) and capacity of the road.
Shoulder structure:
Shoulder consists of treated strip (hardstrip) and untreated strip (verge). Untreated
strip is edge strip of roadway which is rounded or unrounded and usually grassed (0.5-
1m). Treated shoulder (hard strip) should be flush and the same construction with
carriageway to be able to support vehicles under all weather condition, so that there are

no skidding or rutting problems when driving on their surfaces. Treated shoulders also
serve all types of non-motorized vehicle.
According to Viet Nam standard TCVN 4054-2005[1], with road level is level III
and design speed is 60 km/h, shoulder width is 1,5 (m) and treated shoulder width is 1
(m).
2.2.4.4. Cross slope (cross fall).
In order to drain surface water from the pavement and avoid pounding in surface
deformations they create a cross slope for central strip or they make the convexity of
pavement and it is termed “camber”.
Depending on the type of pavement surface and the treated shoulder part is usually
the same construction with carriageway. In order to satisfy favorable execution, cross
slope of treated shoulder is the same slope with pavement.
According to TCVN 4054-2005[1], we choose:
+ Cross slope of carriageway: 2%
+ Cross slope of treated shoulder: 2%
+ Cross slope of soil shoulder: 6%
Thus: With road level III, Vtk= 60 Km/h we determine the cross section of road as
below:
Table 2.2 : Cross section factors
Vtk nlane B1ane Bpxc Blề Bnền
Level
(Km/hr) (lane) (m) (m) (m) (m)
III 60 2 3.0 6.0 1.5 9.0
2.2.5. Technology factor of route

2.2.5.1 Determine maximum grades of the road
Maximum grades is determined by 2 conditions:
+ Base on clinging force conditions.
+ Base on tractive force conditions.
a, Determine maximum grades base on tractive force
Calcultion principle: Pulling force of vehicle must be larger than summary of
impediment force. Maximum grade is calculated depending on the capacity of vehicle
type that can be overtaking slope of the road. Otherwise, maximum grade is calculated
depending on dynamic factor. By formula:

Pa  Pf + Pw + Pj + Pi
Pa  Pw
Where : D = , D is dynamic factor (D = f(V, types vehicle)).
G
When vehicles run with unchanged speed:
Where: f – rolling impediment coefficient. With V > 50 Km/h :
fv = f0[1+0.01 (V-50)]
V (Km/h) – calculate speed
f0 - rolling impediment coefficient with speed less than 50 Km/hr
Expected design the asphalt concrete pavement dry and clean: f0 = 0.02
Thus, idmax = D - fv
With Vtt = 60 km/h, To look up the chart of dynamic factor for some type of
vehicles and (in Road design book) and substitute them to above formula, take the table:
Table 2.3 : Determine idmax follow tractive force condition
Passenger car Light truck Medium truck Heavy truck

Vehicle
(Volga) (AZ 51) (ZIL 150) (MAZ 500)
V(Km/h) 60 60 60 60
Dmax 0.08 0.04 0.04 0.05
f=fv 0.022 0.022 0.022 0.022
imax=D-fv 5.8% 1.8% 1.8% 2.8%
b, Determine maximum grades base on adhesive force

According to the condition of adhesive force between the types and carriageway,
in order to vehicles move safety, the adhesive force between the types and carriageway
must larger than the pulling force of vehicle. So maximum grades of the road must
smaller than grades that is calculated basing on the adhesive force (ib). ib is computed in
case the pulling force of vehicle equal to the adhesive force between the types and
carriageway.
idmax = D' - f
  G k  Pw
We have: D’ =
G
Where:
- D’ : Dynamic factor
- ib : Grade of the road (base on adhesive force).
- G : Whole vehicle load
- Gk : The load in positive wheel
Expected design the asphalt concrete pavement dry and clean: f0 = 0.02
k  F  (V 2  Vg2 )
Pw – air resistance force, Pw = (Kg)
13
F is Area of the maximum cross section of vehicle which is perpendicular
to moving direction (air impediment area, m2)
F = 0.8BH : passenger car
F= 0.9BH : truck
k air impedient coefficient,
+ passenger car: k= 0.015 ÷ 0.03 (F= 1.5 ÷ 2.6 m2)
+ bus: k= 0.025 ÷ 0.05 (F= 4.0 ÷ 6.5 m2)
+ truck: k= 0.05 ÷ 0.07 (F= 3.0 ÷ 6.0 m2)
B, H is width and height of car respectively.
Wind speed: Vg = 0 Km/h. That time :
Air resistance force for all of vehicles :
k  F  V2
Pw = (Kg)
13
The result of calculation Pw, and gradient idmax
Table 2.4 : Determine idmax follow clinging force condition
Passenger car Light truck Medium truck Heavy truck
Vehicle
(Volga) (AZ 51) (ZIL 150) (MAZ 500)
V (Km/h) 60 60 60 60
B 1.8 2.29 2.385 2.65
H 1.61 2.13 2.18 2.43
F(m2) 2.32 4.39 4.68 5.8
k 0.026 0.058 0.061 0.069
Pw (Kg) 16.692 70.509 79.045 110.740

 0.3 0.3 0.3 0.3
G (Kg) 1280 7400 9525 14225
Gk (Kg) 640 5600 6950 10000
D’ 0.137 0.217 0.211 0.203
f 0.022 0.022 0.022 0.022
ibmax(%) 11.5% 19.5% 18.9% 18.1%
The condition for vehicle not to slip and lose balance is ib  ikmax . All the
condition checked in this table is good.
Table 2.5 : Sum of idmax

Vehicle Volga AZ 51 ZIL 150 MAZ 500
idmax (%) 5.8% 1.8% 1.8% 2.8%
According to Viet Nam standard [1] with design speed is 60 km/h: we choose grade
of the road: 7%.
Combine calculation and standard, we propose to choose grade of the road is 7%
in order to design A – B alignment.
Table 2.6 : Speed of vehicle with idmax= 7%
Vehicle Volga AZ 51 ZIL 150 MAZ 500
D 0.092 0.092 0.092 0.092
V (Km/h) 85 30 25 20
2.2.5.2. Determining sight distance

Sight distance is minimum visible distance in front of the driver. It is very important
to calculate and provide the driver with the sign distance so sufficient that he can treat
safety any case which suddenly happens when car moving on the road.

Sight distance calculations, the height of the driver’s eye and height of the object
are considered to be 1.0 (for the same direction) or 1.2m (for oppositedirection) and 0.1
m above the road surface respectively.
Calculation for 2 diagrams sight distance:
1- Stopping sight distance (Case I )
2- Passing sight distance (Case IV)
a. Stopping sight distance (S1).
Stopping sight distance S1 needs to be computed so enough that when driving, the
driver sight a obstructive object in his path the just in time to put on the brake to stop
the vehicle at point which is far from the object a safe distance lo.
Computing sight distance:
Scheme 1
Sh
Lp r L0
1 1
S1
Figure 1.2.5 : Determine stopping sight distance

According to this scheme: S1 = Lpr + Sh + L0
Computing sight distance depend on V(Km/h), we have:
2
V kV
S1 = + + Lo
3 .6 254(  i)
Where:
V
- lpư : Distance of psychological reaction: lpr = (m).
3 .6
kV 2
- Sh : Braking distance: Sh = .
254(  i)
- L0 : Safety distance: L0 = 510 m, choose: L0 = 5 m.

- V : Design speed: V = 60 Km/h.
- k : coefficient of the brake using, k = 1,2 for passenger car.
-  : Longitudinal coefficient of friction:  = 0.5.

- i : Gradient of road, for unfavourable condition, we choose: i =7%
V K *V 2 60 1.3 * 60 2
 St    l at    5  52.9m
3.6 254 * ( d  f  i) 3.6 254 * (0.5  0.02  0.07)
According to TCVN 4054-2005[1]

Stopping sight distance is selected: S1 =75m
 So we choose the stopping sight distance is: S1 =75 m .
b. Passing sight distance (S4, full overtaking sight distance)
Passing sight distance S4 needs to be computed so sufficient that vehicle 1
(overtaking vehicle) would like to pass the vehicle 2 (on two lanes road), detects the
opposing vehicle 3 and has to return safely to its correct lane.
Scheme
4
L S1-S2 1 3 3
1 2 2 1
L L2 ’ L3
S4
Figure 1.2.6 : Determine passing sight distance
Consider the horizontal road, speed of opposite car is V1= 60Km/hr across to
opposite lane to pass the truck with V2 = 45Km/h.
The passing sight distance is calculated :
V1  (V1  V2 ) 60  (60  45)
S4 =  l0 =  10 = 208.43 m
63,5  (  i) 63,5  0,5
However, to simple, we have:
In the nomal case: S4 = 6×V = 360 m
In the compulsory case: S4 = 4×V = 240 m
According to [1], passing sight distance: S3 = 350 m
 We choose: S4 = 360 (m)
* Appication
+ Stopping sight distance is basic value which has to be caculated in any case of
the design.

+ Avoiding sight distance is effect on the roads having the poor pavement and
not used in the standard of America, UK, France, etc.
2.2.5.3. Determining minimum radius of horizontal curve
The aim of designer is to determine the component of road to fit the demand of
serving through, safely, smoothly, economically and aesthetically the traffic. That is
why, in principle the radius of curve should be as great as possible. However, in many
situations, depending on the terrain condition it is needed to use sharp curve to avoid a
too great earthwork or disadvantage condition…. In that case, in order to be safe for
vehicle moving on outside lane of curve, the pavement should be designed the same
cross-fall inclining to the center of curve (superelevation).
a. Minimum radius of curve with superelevation
+ In disadvantage case, minimum radius of horizontal curve is calculated with
superelevation 7%.
V2
Rmin =
127(μ  i scmax)
Where:
V: Design speed, V = 60 km/h
 : Lateral force coefficient, normally:  = 0.16
iscmax : superelevation, iscmax = 7%
60 2
Rmin =  123.25 m
127(0.15  0.07)
According to [1], minimum radius of curve with superelevation 7% is 125 m. We

propose: Rscmin = 125 m.
Practical when driving on small radius cuver vehicle must decrease speed ( can
not reach to V = 60 (Km/hr)
b. Minimum radius of normal curve
Normal curve is the curve in which all cross section is normal cross section
(without superelevation). Minimum radius of non-superelevation curve is symbolized
RminKSC. And RminKSC is calculated by formula:
V2
Rmin =
127( μ  i n )
Where:

V: Design speed, V = 60 km/h

 : Lateral force coefficient, normally:  = 0.08
In : cross fall, in = 2%
60 2
R min
 = 473 m
127  (0.08  0.02)
osc
min
According to [1], we have : R osc = 1500 m
min
So, we propose: R osc = 1500 (m).
c. Determining radius horizontal curve ensure sight distance
30  S1
Rminnight = = 15S1 = 1125m
α
S1 – sight distance one direction
= 2º- là góc mở đèn pha
When Rminnght < 1125m must be overcome by means of lighting, signboard speed
limit at night, or prims arranged.
2.2.5.4. Determining the spiral curve and superelevation transistance
a. Spiral curve
When V ≥ 60 Km/h have to design spiral curve in order to connect straight with
curve. However in primary design, the curves are arranged as circular curves, Thus,
should not calculate the spiral curve length.
b. Superelevation transition
The transition distance from normal crown on the tangent to full superelevation is
designed to make crossfall changing gradually and smoothly. It is symbolized Lsc.
The process of establishing Lsc makes the grade of outsite edge of pavement
increasing a value which is equal to ip (supplemental grade).
Transition distance is calculated:
( B  ).isc
LSC =
ip
Where:
B : carriagerway width
 : widing of carriageway

i SC : rate of superelevation
i p : supplemental grade, with Vtt = 60 km/h => i p = 1%
Depend on every curves, we have different Lsc.
According to TCVN 4054-2005, with V = 60 km/h, R = 200-1500 m
=> LSC min = 50 m.
Transition Lsc
R
Circular curve
Figure 1.2.7 : Super-elevation

Superelevation transistion, widening are arranged with spiral curve. In primary
design the curves are cycle curve, so this connection segments are arranged a half on
curve and half on the line.
Superelevation gradient (isc) and transition (L) depend on radius of horizontal
curve and design speed.
Table 2.7 : Superelevation (isc) and transition (Lnsc)
R (m) 300  1500 250  300 200  250 175  200 150  175 125  150
isc 0.02 0.03 0.04 0.05 0.06 0.07
Lnsc(m) 50 50 50 55 60 70

2.2.5.5. Widening in the curve.

While the vehicle moving in the curve, each tyre move in a different path: the
constant rear axis always lead to the radial while the front axis and rear axis make an
angle, so the vehicle need a bigger widening in curves. Therefore, to make the moving
of vehicle as comfortable as moving in the straight line, the small-radius curves (<250
according to TCVN 4054-05) need to have widening. The number of that widening have
to make sure the distance between the car and the shoulder, between two cars just like
in the straight line
Figure 1.2.8 : Calculating widening in the curve
Refer to Figure, we have: Eg = e1 + e2 ≈ 2e2 = L2/R

Geometric widening is widening in static situation. In fact, it needs to be
considered in the condition of vehicle moving. In that case, due to the influence of speed,
by expriment we have expression of widening (Ev)
EV = 0.1V/ R
Hence by, total widening E is:
L2 0.1.V
E = Eg + E v = 
R R
Calculated for 2 types vehicles:
+ Heavy truck Maz504 : LA= 7.50m.
+ Passenger car Volga : LA = 3.337m.
The result calculated :
Table 2.8 : Widening calculation

R(m) 250 200 175 150 125

Etruck(m) 0.60 0.71 0.77 0.86 0.99
Ecar (m) 0.42 0.48 0.52 0.56 0.63
According to [1], the widen in horizontal curve with 2 lane and dominate truck
follow table:
Table 2.9 : The carriageway widen two lane in horizontal curve.
R 250  200 <200  150 <150  100 <100  70 <70  50 <50  30
Emr (m) 0.6 0.7 0.9 1.2 1.5 2.0
Compare 2 table above, we have table below to calculate the carriageway widen
in horizontal curve.
Table 2.10 : The carriageway widen two lane in horizontal curve.
R 250 200 175 150 125
Emr (m) 0.6 0.8 0.8 1.0 1.0
2.2.5.6. The maximum distance between circular curve

The minimum of intermediate length:
L1 L 2
m  (m)
2 2
Where : L1. L2 (m) is corresponding to R1 , R2 (m) respectively.
We don’t know exactly R1 , R2 at this point so we make a table with group
R1 match randomly with group of R2 to calculate m, so in the highway geometric design
process, we just look at the table and know if its enough or not.
Table 2.11 : Intermediate length
1500  250  150 
R (m) 300  250 200  175 175  150
300 200 125
L(m) 50 50 50 55 60 70
1500  300 50 50 50 50 52.5 55 60
300  250 50 50 50 50 52.5 55 60
250  200 50 50 50 50 52.5 55 60
200  175 55 52.5 52.5 52.5 55 57.5 62.5

175  150 60 55 55 55 57.5 60 65

150  125 70 60 60 60 62.5 65 70
2.2.5.7. Determine the minimum radius of vertical curve

Vertical curve are designed at changes slope design line places and the
different long gradient > 10‰
a. Determine minimum radius of crest vertical.
S12
According to ensure stopping sight distance with a object S1: Rcrestmin =
2d
Where d : driver’s eye heigh; d = 1.2 (m). So, Rcrestmin = 2343.75 (m)
According to [1], table 19 Rcrestmin = 2500 (m)
So, we choosed : Rcrestmin = 2500 (m)
b. Determine minumun radius of sag vertical.
Retricted condition about centrifugal force ( centrifugal acceleration a= 0.5m/s2)
V2 602
Rsag=   533.8 (m)
13  a 6,5
To ensure the night sight vision:
2
S1 752
Rsag =   1366(m)
2  (h p  S1  sinα ) 2  (0.75  75  sin1 0 )
Where:
hp – the hirght of cars’ light, hp= 0.75m
S1 – stopping sight distance, S1= 75m
α – the angle that created by the car light, α = 1º
Compare with table 19 [1], Rsag min = 1000 m
So, we choose : Rsag min = 1500 m

CHAPTER 3: ALTERNATIVE ROUTES ON THE

ALIGNMENT
3.1. Overal design.
3.1.1. Selection of alignment
Selection of main alignment direction must be based on given alignment direction
(the end points and limited points), class of road and its function in road network,in
addition to combine factors such as : waterway, railway, airway, pileline and state of
cities, hometowns, industrial zones, capital; and combination to natural, hydro-
meteorological, geological, topographical conditions as well so that from these value,
through analysis and comparision we can choose the most suitable alignment .
3.1.2. Main factors in overall design
After determining horizontal alignment direction and class of road, we must arraign
alignment in integrity. Some principle problems must be carried out:
+ Depending on traffic volume, characters of terrain to determine terrain type, road
class and design speed.
+ Besides the end points demand must be suitable with planning road network,
designers have to present alternatives of alignment joint so that in the future the
alignment can be stretched.
+ Determining number of lane bases on traffict volume and vehicle movement
demands .
+ Estimate road length, select transition points between sections suitablely. Solve
alignment shape of sections at joint positions the best.
+ Survey plane of cities, hometowns along the road, decide alternative and position
of jointing them.
+ Survey natural, traffic and social conditions along road, determine intersection
positions.
+ Basing on function of road, decide safe measurments, manage traffic, position
and arrangement of bus stops, garage services.
+ For tool road we need determine regulations and manner of getting expenses
basing on justification.
+ Overall consider position and distance of intersections, carparks, major bridges
to ensure minimum distance for moving traffic safely.

3.1.3. Control points

The end points, cities, towns and so on which alignment must be go through is
limited points .Major bridges and long tunnel are limited points as well .
3.1.4. Design according to scenery conditions
Following this condition, the alignment must be combined with bridges, tunnels,
intersections and man works along the road harmoniously.
3.2. Principles for alignment selection
When determine the various components of horizontal alignment apart from the
above section mentioned, designer should consider the integration of the invidual
components and the relationship of the horizontal alignment with the environment and
surrounding terrain. To avoid these evidences of poor design practices, the general
controls in the following paragraphs should be used where practicable:
- Two end points of the designed alignment must be determined
- The alignment should be skirt along the path of birth as well as the contour lines
- Alignment should be as directional as possible but should be consistent with the
topography and with preserving developed properties and community values. A flowing
line that conforms generally to the natural contours is preferable to one with long
tangents that slashes through terrain. . . .
- In alignment predicated on a given design speed, use of minimum curvature for
that speed should be avoided wherever possible. The designer should attempt to use
generally flat curves, retaining the maximum for the most critical conditions. In general,
the central angle of each curve should be as small as the physical conditions permit, so
that the highway will be as directional as possible. The central angle should be absorbed
in the longest possible curve. . . .
- Consistent alignment always should be sought. Sharp curves should not be
introduced at the ends of long tangents. Sudden changes from areas of flat curvature to
areas of sharp curvature should be avoided. Where sharp curvature must be introduced,
it should be approached, where possible, by successively sharper curves from the
generally flat curvature.
- For small deflection angles, curves should be sufficiently long to avoid the
appearance of a kink. Curves should be at least 150 m long for a central angle of 5° ,
and the minimum length should be increased by 30 m for each 1° decrease (Ed: perhaps
they mean increase here) in the central angle. . . .

- Anything other than tangent or flat curvature should be avoided on high, long
fills. In the absence of cut slopes, shrubs, and trees above the roadway, it is difficult for
drivers to perceive the extent of curvature and adjust their operation to the conditions.
- Caution should be exercised in the use of compound circular curves. . . .
- Any abrupt reversal in alignment should be avoided. Such a change makes it
difficult for a driver to keep within his or her own lane. It is also difficult to superelevate
both curves adequately, and erratic operation may result. . . .
-The "broken-back" or "flat-back" arrangement of curves (having a short tangent
between two curves in the same direction) should be avoided except where very unusual
topographical or right-of-way conditions dictate otherwise. . . .
- To avoid the appearance of inconsistent distortion the horizontal alignment should
be coordinated carefully with the profile design. . . .
In accordance with given terrain feature, terrain is mainly plan and gentle hill
therefore designing horizontal alignment is quite advantage in general.
3.3. Calculating the horizontal curve factors
πRα
Length of curve : K= (m)
180
 
 1 
Phân cự : P = R   1 (m)
 cos α 
 
 2 
α
Tangential line : T = R  tg (m)
2
3.4. Design Results
Table 3.1 : table of factors on the alternatives
Alternative
No Factor
I II
1 Length (m) 5647.38 m 5972.95 m
2 Development route coefficient 1.171 1.238
3 Number of curve 15 17
4 Rh.cmin (m) 125 125

CHAPTER 4: DRAINAGE SYSTEMS DESIGN

4.1. Culvert design procedure
Step 1: Identifying the location of the drain (where water regularly through).
Step 2: Identifying the hydro accumulation area directly, indirectly poured
drainage works (delineated area of hydro-accumulation directly on the alignment plan).
Step 3: Identifying the design flow from the basin poured in through the culvert
by form method for small basin.
Step 4: Selecting the aperture drains, manhole type (mouth with the flow or not),
flowing in the drain mode (no pressure, voltage, transformer).
Step 5: Calculating reinforced culvert.
Step 6: Putting the drain structure if need be.
4.2. Calculating culvert aperture
According to the method of calculating as TCVN 9845-2013: Q4% = A4%aH4%Fd
3
(m /s).
Look up the parameters:
Area designed is Chi Lang district, Lang Son province. According to appendix
15[4], Chi Lang belongs to rain zone IV, H4% = 155 mm;
Soil structure is sandy clay. According to table 9-2[5], level of land that
determined is level IV;
Land level IV, the catchment area F, H4%= 155 mm. Determining runoff
coefficients ;
F
bsd 
1,8( l  L)
Based on formula 9 -14 [4], calculating the length of slopes:
 F: catchment area ;
 l: total length of the branch streams, springs only greater length 0.75 average
width of the basin (km);
 L: length of the main stream.
(1000bsd ) 0,5
sd 
msd I sd0,3 (H 4% ) 0, 4
 Isd: gradient of slope, per thousand, calculated as: pick 5 – 6 the most sloping
alignment on a map and get average of those slopes;
 msd: Slope coefficient.

Focus timed water tsd has calculating by appendix 14 [4], for sd and the rain area.
Based on formula 9-12[4],calculating characteristic geomorphology of the river:
1000 L
ls 
mls .I 1/ 3
ls F 1 / 4 (H 4% )1 / 4
Ils: the slope of the stream bed is the average slope of the stream bed from source
to the construction site;
mls: the stream coefficient.
4.2.1. Culvert design
After selecting the drain aperture, we arrange drain on vertical and horizontal
monitoring so that the burning drain is an integer, reinforced measures is lowest,
determine the control elevation on the drain .
The entire drain on alignment is a round drains so we should propose using
prefabricated drain or poured in place.
4.2.2. Fix-form culvert layout
The fix-form culvert layout with the aim of irrigating from the side ditch to line
beyond. It depends on the drainage capacity of the side ditch, the length of gutter and
often put in a easily lead out position. According to TCVN 4054-2005, the maximum
of regulation of trapezium gutter is 500 meters long, have to arrange fix-form culvert in
order to draining water from longitudinal side ditch.
`

CHAPTER 5: HORIZONTAL ALIGNMENT DESIGN

5.1. General controls for vertical alignment
When designing vertical alignment must be based on specific terrain, geological,
hydrological feature in order to ensure stability condition under impact of vehicle and
natural element.
Ensure alignment regular change, use small grade.
Ensure drainage well.
A smooth grade line with gradual changes, as consistent with the type of highway
and character of terrain, should be sought for in preference to a line with numerous break
and short lengths of grades.
A “broken-back” grade line (two vertical curves in the same direction separated
by a short section of tangent grade) generally should be avoided, particularly in sag
where the full view of both vertical curves is not pleasing. This effect is particularly
noticeable on divided roadway with open median section.
On long grads, it may be preferable to place the steepest grades at the bottom and
flatten the grades near the top of the ascent or to break the sustained grade by short
intervals of flatter grade instead of providing o uniform sustained grade that is only
slightly below the recommended maximum. This particularly applicable to roads and
streets with low design speed.
Where at-grade intersections occur on the roadway sections with moderate to
steep grades. It is desirable to reduce the grade through the intersection. Such profile
changes are beneficial for vehicles marking turns and serve to reduce the potential for
crashes.
Sag vertical curves should be advised in cuts unless adequate drainage can be
provided.
The length of grade line must not be larger than the critical lengths of grade.
The minimum grade in cut is 0.5% in order to ensure drainage condition. In the
disadvantage condition minimum grade may be 0.3%.
5.2. Arrange vertical curve in profile
Vertical curves to effect gradually changes between tangents may be any one of
the crest or sag curve types. Vertical curves should be simple in application and should
result in a design that is safe and comfortable in operation, pleasing in appearance, and
adequate for drainage. The major control for safe operation on crest vertical curves is
the provision of ample sight distance for design speed. For drive comfort, the rate of
change of grade should be kept within tolerable limits. This consideration is most
importance in sag curves where gravitational vertical centripetal forces act in opposite
directions. Appearance also should be considered in designing vertical curves. A long
curve has a more pleasing appearance than a short one. Short vertical curve may give
the appearance of a sudden break in the profile due to the effect of foreshortening.
Therefore, maximum radius of vertical curve must be determined according to
terrain in order to ensure sight distance, comfortable for travelling, reduce impact.
According to Vietnamese Standard 4045-05: vertical curve must be arranged
when change in grade  1% (for design speeds V  60km/h).
Therefore, radius of vertical curves should choose as large as possible.
5.3. Combination of horizontal and vertical curve
5.3.1. General considerations
Horizontal and vertical alignments are permanent design elements for which
thorough study is warranted. It is extremely difficult and costly correct alignment
deficiencies after a highway is constructed. On freeways, there are numerous controls
such as multilevel structures and costly right-of-way. On most arterial streets, heavy
development take place along the property lines, with makes it impractical to chance the
alignment in the future. Thus, compromises in the alignment designs should be weighted
carefully because any initial savings may be more than offsets by the economic loss to
public in the form of crashes and delays.
Horizontal and vertical alignment should not be designed independently. They
complement each other, and poorly designed combinations can spoil the good points
and aggravate the deficiencies of each. Horizontal alignment and profile are among the
more important of the permanent design elements of the highway. Excellence in the
design of each and their combination increase usefulness and safety, encourages uniform
speed and improves appearance, nearly always without additional cost.
5.3.2. General controls design
It is difficult to discuss combinations of horizontal alignment and profile without
reference to the boarder issue of highway location. These subjects are interrelated and
what is said about one is generally applicable to the other.
It is assume in this discussion that the general location of a facility has been fixed
and that the remaining task is the development of a specific design harmonizing of the
vertical and horizontal lines such that the finished highway, road, or street will be
economical, pleasant and safe facility on which to travel. The physical constraints or
influences that act singly or in combination to determine the alignment are: the character

of roadway based on the traffic, topography, and subsurface condition; existing cultural
development; likely future developments; and the location of the roadway’s terminals.
Appropriate combinations of horizontal alignment and profile are obtained
though engineering studies and consideration of following general guidelines:
- Curvature and grades should be in proper balance. Tangent alignment or flat
curvature at the experience of steep or long grades and excessive curvature with flat
gads both represent poor design. A logical design threat offers the best combination of
safety, capacity, ease and uniformity of operation, and pleasing appeance within the
practical limits of terrain and area traversed is a compromise between these two
extremes.
- Vertical curvature superimposed on horizontal curvature, or vice versa,
generally results in more pleasing facility, but such combinations should be analyzed
for their effect on traffic. Successive chances in profile not in combination with
horizontal curvature may result in a series of humps visible to the driver for some
distance which, as previously discussed, represents an undesirable condition. The use of
horizontal and vertical alignments, as discuss below.
- Sharp horizontal curvature should not be introduced at or near the top of a
pronounced crest vertical curve; this condition is undesirable because the driver may not
perceive the horizontal change in alignment, especially at night. The disadvantages of
this arrangement are avoided if the horizontal curvature leads the vertical curvature (the
horizontal curve is made longer than the vertical curve). Suitable design can also be
developed by using design values well above the appropriate minimum values for the
design speed.
- Somewhat related to preceding guideline, sharp horizontal curvature should not
be introduced near the bottom of a steep grade approaching or near the low point of a
pronounced sag vertical curve. Because of the view of the road ahead is the
foreshortened and horizontal curvature other than a very flat curve assumes an
undesirable distorted appearance. Further, vehicle speeds, particularly for struck, are
often high at the bottom of grades, and erratic operations may result, especially at night.
- Both horizontal curvature and profile should be made as flat as practical at
interactions where sight distance along both roads and street is important and vehicle
may have to slow or stop.
- The alignment should be designed to enhance attractive sonic view of the
natural and manmade environment, such as rivers, rock formations, parks, and
outstanding structures.

- When design, middle points of horizontal curve and vertical curve should be
considered, and length of horizontal curve should be longer than length of vertical curve,
respectively.
- Arrangement of many grade lines should be avoided in distance between two
nearest horizontal curves. Radius of vertical curve is at least 6 times larger than radius
of horizontal curve, respectively.
5.4. Cross – sections designs
5.4.1. The basis designs
Based on the design of motoways standards TCVN 4054-2005
Based on the requirements of A – B alignment in scale cross
Based on geological conditions, hydrology, drainage situation ..
5.4.2. A – B cross section alignment parameter
The cross section is designed for the entire A – B alignment as follows:
General road – bed width: B = 9 m;
 Cross slope: i = 2%;
 Slope land sidewalk level: i = 6%;
 Carriageway width: 23.0 = 6.0m;
 Shoulder width: 21.0 m;
 Treated shoulder width: 20.5 m;
 Gradient slope of talus at cutting ground 1: 1.0;
 Gradient slope of talus at Embankment 1: 1.5;
Trapezoidal side ditch width of 0.4 m, 0.4m high. Organic excavation thickness
is 0.2 m
5.5. Calculating earthworks volume
Earthwork quantity is calculated for each cross-section, and then colligated on
entire alignment.
Base on profile and cross section of alignment, excavation or fill volume is
calculated by formula:
Fi  Fi 1
V = .L
2
Where: V: Excavation or fill volume.
L : Distance between station i and station i +1.

Fi, Fi+1 : Area at station i and station i+1.

Table 5.1 : Earthworks volume of alternatives
Length Cut Fill
Alternative
(m) (m3) (m3)
Alternative I 5647.38 56320.24 67755.01
Alternative II 5972.95 47748.44 71682.23

CHAPTER 6: TRANSPORT BUSINESS INDICATORS

6.1. Theortical transport vehicles speeds diagrams
6.1.1. Purpose - Request
Vehicle speed chart can objectively reflects reasonableness in designing
geometry elements of alignment, such as the vertical gradient, vertical curve, horizontal
curve…, if elements are irrational, the vehicle speed will be unstable causing increased
fuel consumption, discomfort to the driver and passengers.
Vehicle speed graph is made for trucks with large components in cars is Zil150
(axle load 8T) accounted for 30% of computational models.
6.1.2. The vehicles speed procedure plotted
6.1.2.1. Balanced speed on ramp under balanced traction conditions
Dynamics factors in accordance with each ramp id: D = f + id
f: rolling resistance coefficient: f = f0[1 + 0.01 (V-50)]
Look up tables for vehicle dynamics factors Zil 150  Vcb(km/h)
The results shown in appendix 6.1
6.1.2.2. Limited speed in horizontal curve
Vhc = 127R  (μ  i sc ) (km/hr)
Where:
R: curve radius (m);
: horizontal force coefficient corresponds to the R curve radius and
ultra – high slope of the horizontal curve isc, at the most unfavorable conditions  =
0.15;
isc: use of ultra-high slope on the curve.
For each value of R, we have a limited speed values, therefore we have
limited speed spreadsheet when going into horizontal curve.
The results shown in appendix 6.2
6.1.2.3. The limited speed on crest – sags vertical curve
Crest vertical curve
Determined from ensuring visibility conditions when two cars in the opposite
direction (for highway without separator) or ensures visibility on the road (for highway
with separator).

V kV 2
S2    l0
1.8 127( 2  i 2 )
Where:
 K: brake use coefficient, K = 1.4;
  : coefficient of cohesion between the wheels and the dry clean road surface,
take  = 0,5.
Sags vertical curve
Vhc = 6.5 R lom (km / h)
The results shown in the tablesheet in appendix 6.3

6.1.2.4. Acceleration and deceleration length St,g
When driving from ramp to other ramp that has various Vcb or when the car
across the restricted speed section, should have a length in order to increase or decrease
the speed of the car, which is the length of acceleration and deceleration
V22  V12
Formula: St,g = (m)
254  D TB  f  i 
V1: Balanced upstream speed (km / h);
V2: Balanced downstream speed (km/h);
D = D1 + D 2 .
With D1, D2: dynamics factor in accordance with V1 and V2, look up dynamics
factor chart.
f: rolling resistance coefficient;
i: vertical gradient: uphill using the plus (+); downhill use minus (-).
Sg own sometimes happen that sound, then another formula must be calculated
(using the inertia of the car to go into the new ramp with a slope i = i2)
Vi2  Vi21
Formula: Sg  (m)
254(f  i)
The results shown in the tablesheet in appendix 6.4
6.1.2.5. Sh braking sections
When the vehicle is running at high speed (favorable road conditions),
unfavorable conditions (within a small curve radius, downhill too large, vertical curve),
cars must slow down suddenly (for security reasons), the braking process must be

carried out firstly in order to ensure that the speed doesn’t exceed the limited speed on
that road, which is the length of the braking Sh.
k  (V12  V22 )
Formula: Sh =
254  (  i)
k: brake use coefficient calculated with the truck, take k = 1.4;
: sticking coefficient between the wheels and the road surface  = 0.5.
After calculating the acceleration and deceleration segment, brake segment
combined with Vcb, Vhc segment, plots driving speed theory charting for A-B and B-A
directions
6.2. Average speeds and vehicles running time on alignment
n
li
Vehicles running time on alignment: T = V
i 1
(hours)
i
l
i 1
i
The average speed of vehicles on alignment: Vtb = (km / h)
T
Detailed calculation results shown in the tablesheet in appendix.
Calculations result
Alternative 1 Alternative 2
Description A-B B-A A-B B-A
direction direction direction direction
Vehicles
0.104 0.089 0.116 0.096
running time (hr)
Route length
5647.38 5972.95
L (m)
Average
speed of vehicles 53.99 63.09 51.67 62.24
(Km/hr)
Average
58.54 56.96
speed (Km/hr)

6.3. The fuel consumption

The amount of fuel on the road determined by calculating Q100 for each section,
the resistance coefficients is constant on each segment,slope and speed seems to be
constant.
qc  k.F.V 2 
Q100    G(f  i)  (l/100km.xe)
2700  η  γ  13 
n
Q i
100  li
The amount of fuel consumption of 1 cars on the road 1: Q  i 1
(l/car)
100
li: the length of each segment that has the same technical conditions
(Km);
Q100i: the amount of fuel consumption calculated for 100 km to the
li segment that has id slope (l/100km).
With the off-ramp (when calculated with Q100 <0, without fuel consumption has
reached Vtt), take Q100 = 24 value (kg/100km.car)
Calculations result:
+ Alternative I:
Qtb = (2.869 + 1.570)/2  2.220 ( l)
+ Alternative II
Qtb = (3.000 + 1.694)/2  2.347 (2)

CHAPTER 7: FLEXIBLE PAVEMENT STRUCTURE DESIGN

7.1. Pavement structure and requirement
- Pavement is the structure that is constructed on the roadbed by multi-layer
structure, directly subjected to vehicle load and natural factors such as rain, wind and
temperature. Pavement structure has to satisfy as following requirements :
+ The pavement has enough strength in the design period without occurring
exceeded vertical deformation, sliding deformation, compressible and tensile
deformation etc. In addition to, pavement’s strength has little change with climate and
is stable.
+ The surface has to satisfy plan to reduce rolling impediment coefficient, shock,
fuel consumption and traffic cost.
+ The pavement structure has enough roughness to provide safety and smoothly
condition for vehicles.
Table 7.1 : Roughness requirments
Designed speed
Depth of Htb (mm)
Vtk (Km/h)
60  V < 80 0,35  Htb < 0,45
Table 7.2 : The IRI factor requiremenrts

Designed speed Vtk
IRI index (m/Km)
(Km/h)
60  2,5
7.2. Basic Input Data

7.2.1 Subgrade Data
Assumed that the subgrade layer was classified as Sandy Clay with moisture
condition type II, the elastic modulus of this soil depend on the relative humidity, some
characteristic of the subgrade was shown as the following:
Table 7.3 : Parameters of Subgrade

Relative humidity Cohesion

E
Type K W force  (degree)
a= (MPa)
Wnh C(MPa)
Loam 0.98 0.65 42 0.034 20
7.2.2 Material Data
Table 7.4 : The characteristic of pavement structure
Characteristic off material
E (MPa) Ru c
Materials
Deflection Shearing Bending (Mpa) (MPa) (MPa)
AC Fine mix 9.5 (Wearing

420 300 1800 2.8
surface course)
AC Coarse mix12.5
350 250 1600 2
(Binder course)
Grade aggregate type I 300 300 300
Grade aggregate type II 250 250 250
Gravel-cement treated
600 600 600 0.8
aggregate 6%
Loam 42 - - 0.034 20
7.2.3 Traffic composition

 Standard axle 100KN;
 The pressure impact to pavement p = 0.6Mpa;
 Diameter D=33cm;
- Traffic volume in the 15th year: N15 = 2175 veh/day
Where:
Passenger car : 25%
Light truck : 20% (front axle 18KN, rear axle 56KN, dual wheels)
Medium Truck : 30% (front axle 25.8KN, rear axle 69.6KN, dual wheels)

Heavy truck-single axial : 16% (front axle 48.2KN, rear axle 100KN, dual
wheels)
Heavy truck (tandem) : 9% (front axle 45.4KN, every rear axle 90KN)
 Traffic volume rate : q = 6%;
Table 7.5 Axles loading distribution of truck
Numbers
Axle Loading Numbers of Rear
Vehicle of Rear
Pi (kN) Wheel
Axle
Light truck ( 20%) 18 56 1 Dual Wheels
Medidum truck (30%) 25.8 69.6 1 Dual Wheels
Heavy truck with 2 axles (16%) 48.2 100 1 Dual Wheels
Heavy truck with 3 axle (9%) 45.4 90 2 Dual Wheels
7.3. Flexible pavement structure design

7.3.1. Pavement structure design
Flexible pavement structure design based on the following factors:
For the wearing course:
+ Technical classification of the highway.
+ The design traffic volume in the future year.
+ The design speed.
For the base and sub-base courses:
+ Based on geotechnical and hydrological conditions.
+ Availability of local materials.
In addition to, we have to consider constructional condition, performance
of pavements in the area, initial cost, and the overall annual maintenance and service-
life cost.
7.3.2. Calculating parameters and section pavement structure
7.3.2.1. Determination of standard axle load.
According to TCVN 4054-05, the standard design axle load for the
flexible pavements of this highway is the axle load (single axle) of 10t. In which, the
contact pressure (p) is 0.6(Mpa) and the diameter of tire imprint (D) is 33(cm)
7.3.2.2. Determination of design traffic volume

The design traffic volume is predicted for a design period that is 15 years.
The predicted traffic volume at the end of the design period is converted to the predicted
daily traffic volume in the lane that carries the heaviest total daily traffic loading in the
road section of interest.
N0: Traffic volume at the begin period:
𝑁15 2175
N15 = N0 (1+q)15  N0 = = = 908 (veh/day)
(1+𝑞)15 (1+0.06)15
Table 0.6: Traffic volume every 5 years
Năm 0 5 10 15
Nt (veh/day) 908 1215 1625 2175
Passenger car 227 304 406 544
Light Truck 182 243 325 435
Medium truck 272 364 488 653
Heavy truck-single axial 145 194 260 348
Heavy truck (tandem) 82 109 146 196
Conversion of traffic axle load into standard axle load of 100 kN.
The predicted total two-directional daily traffic volume into equivalent
number of the standard axle loads can be calculated by the formula :
4.4
k
 P 
N   c1 .c2 .ni  i 
I 1  100 
Where: C1 = 1+1.2(m-1)
C2 = 6.4 for front and rear axles that have one wheel
C2 = 1.0 for front and rear axles that have two wheels
Table 7.5 : Axles converted to standard axle in the 15th year
Type of vehicle Pi (kN) C1 C2 ni Ni
Font 18 1 6.4 435.0 1.47

Light Truck
Rear 56 1 1 435.0 33.92
Font 25.8 1 6.4 652.5 10.76
Medium truck
Rear 69.6 1 1 652.5 132.45
Heavy truck-single axial Font 48.2 1 6.4 348.0 89.78

Rear 100 1 1 348.0 348.00
Font 45.4 1 6.4 195.8 38.81
Heavy truck (tandem) Rear 90 2.2 1 195.8 270.89
Total 926
From the result, it can be seen that: Ntk = 1432 ( standard axles/day)
7.3.2.3. Determination of the standard design lane axle loads
Ntt = Ntk.fL
Because the designed highway has two lanes and without median, the lane
distribution factor can be selected : fL= 0,55
So: Ntt = 9260,55  509 (axle/lane/day)
7.3.2.4. Determination of the number of accumulative standard axle loads in the
design period.
We have the predicted standard axle loads at the end of the design period
(15 years): Ntt = 788 (axle/lane/day)
The number of accumulative standard axle loads in the design period is
calculated by the formula :
(1  q) t  1
Ne   365  N t
q  (1  q) t 1
Where: q = 0.06 – the annual growth rate over the design period.
(1+0.06)15 −1
 Ne = ∗ 365 ∗ 509= 1,91106 (standard axle/lane)
0.06∗(1+0.06)15−1
+ Level of road is level III mountainous area, Vtk = 60Km/h

+ Design times is 15 years
+ The number of accumulative standard axle loads in the design period is
1,91106 (standard axles/lane)
According to table 2 -1 [7] choose high level A1 pavement
+ Wearing surface course : AC – Fine mix ( 9.5 mm)
+ Binder course : AC – Coarse mix ( 12.5 mm)
Minimum depth of asphalt concrete pavement structure
Due to The number of accumulative standard axle loads in the design period is
1,91106 (standard axles/lane) > 1,0106 thus minimum depth of asphalt pavement
structure is 9 cm.

Suppose that:
+ Wearing surface course : E1 = 420 MPa; h1= 5 cm
+ Binder course : E2 = 350 MPa; h2= 7 cm
7.4. Selecting foundations
Accordingto table 3 – 4 [7] with Ntt = 509 (axle/lane/day), we have
Eyc= 178.03 Mpa Eycmin= 140 (MPa).
So, Eyc= 178.03 Mpa
7.4.1.Generaral modulous of pavement structure
Follow table 3 -3[7] ,where level III road design, Vtk = 60Km/h
So, choose reability coefficient is 0.9
Strength factor : K dv
cd = 1,10
 Ech  K cd .Eyc = 1.10  178.03 = 195.83 (MPa)

dv
Choose Ech= K dv
cd .Eyc = 195.83 (MPa) in order to calculate the foundations
depth.
Ech
E1, h1 Ech1
E2, h2 Ech2
E3, h3 Ech3
E4, h4
Embankment E = 42MPa
+ Determining the requirement modulus of subgrade layers
From the figure above, we have:

Layer Materials Ech= 195.83 MPa hi (cm)
1 AC – Fine mix 9.5 mm E1 = 420MPa 5
2 AC – Coarse mix 12.5mm E2 = 350MPa 7
ℎ 5 𝐸𝑐ℎ 195.83
= = 0.1515 𝑎𝑛𝑑 = = 0.466
𝑑 33 𝐸1 420

E ch1
 = 0.430 (According to Kogan diagram)  Ech1 = 180.06 (MPa)
E1
ℎ 5 𝐸𝑐ℎ1 180.06
= = 0.1515 𝑎𝑛𝑑 = = 0.516
𝑑 33 𝐸2 350
E
 ch2 = 0.469 (According to Kogan diagram)  Ech2 = 164.15 (MPa)
E2
Conclusion : Subgrade layers Ech2 = 164.15 (MPa)

b. Subgrade structure and methods selection
Subgrade ensure the requirement about strength, simple construction technology
and might use locals materials, reduce prices suitable with level road and pavement.
The materials cost were followed by Mai Sao quarry in Chi lang district, Lang
Son province.
Suggestion 2 methods:
 Method I
Changing the layer 3 and calculating layer 4 depth in order to satisfies E ch2 =
164.16 (MPa). Steps calculations and collection depth of layer 4 similar above and use
Kogan diagram, we have result in table:
Table 7.6: Determine depth and prices of base&subbase layers according to
method I
Grade aggregate type I Grade aggregate type II Total prices
Methods
h3 (cm) Prices (đ/100m2) h4 (cm) Prices (đ/100m2) (đ/100m2)
1 15 18000 35 38500 56500
2 16 19200 33 36300 55500
3 17 20400 32 35200 55600
4 18 21600 30 33000 54600
Suggest choose alternative 4 with h3 = 18 cm, h4 = 30 have minimum prices is

54600 d/m2 in order to compare.
 Method II
Calculating similar method 1, we have table illustrates the layers depth for
method 2 in Table below and includes prices of each selections:

Table 7.7: Determine depth and prices of base&subbase layers according to

method II
Cement-treated Aggregate
Graded crushed stone Type II Total prices
Methods 6%
h3 (cm) Prices (đ/100m2) h4 (cm) Prices (đ/100m2) (đ/100m2)
1 12 30000 25 27334 57334
2 13 32500 23 25300 57800
3 14 35000 20 22000 57000
4 15 37500 19 20900 58400
Suggest choose alternative 3 with h3 = 14 cm, h4 = 20 have minimum prices is

57000 (d/m2) in order to compare.
Inconclusion:
We have, Method I : + Layer 3 : Grade aggregate type I , h3 = 18 cm
+ Layer 4 : Graded crushed stone Type II, h4 = 30 cm
Total prices is 54600 (d/m2)
Method II : + Layer 3 : Cement-treated Aggregate 6%, h3 = 14 cm
+ Layer 4 : Graded crushed stone Type II, h4 = 20 cm
Total prices is 57000 (d/m2).
 Thus, suggest choose method I to design and construct flexible pavement
Gather of Investment Pavement Structure
Eyc= 178.03 Mpa
Wearing surface
H1= 5cm; AC – Fine mix 9.5 mm, E1 = 420 (MPa)
course
Binder course H2 = 7cm; AC – Coarse mix 12.5 mm, E2 = 350 (MPa)
Base H3=18 cm; Grade aggregate type I, E3 =300 (MPa)
Subbase H4 = 30 cm; Grade aggregate type II, E4 = 250 (MPa)
Embankment Loam; E0= 42 (MPa)

7.5. Calculating and checking strength of structure by elastic surface

deflection specification.
7.5.1 Checking against requirement for elastic deformation.
Each two-layer from down to up may be converted to an equivalent one-layer by
the following formula:
3
1  k .t 1 / 3 
Etb '  E1  
 1 k 
h2 E2
Where: k= and t =
h1 E1
The calculated results are show in Table 6.4 as follow:
Pavement structure Ei (Mpa) t = E2/E1 hi (cm) k = h2/h1 Htb (cm) Etb' (Mpa)
Grade aggregate
250 30 30 250.00
type II
Grade aggregate
300 1.200 18 0.60 48 268.04
type I
AC12.5 –Coarse
350 1.306 7 0.146 55 277.67
mix
AC9.5 – Fine mix 420 1.513 5 0.091 60 288.07
Table 6.4 : The result of conversion each two-layer from down to up.
H H 60
The corrective factor is  =f( ) with = = 1,818
D D 33
From Table 3.6 (22TCN 211-06), It can be seen the corrective factor as:  =
1.201
So that the average elastic modulus can be calculated as follow:
Etbdc = 1.201 x 288.07 = 345.97 (Mpa)
Using the nomogram Figure 3.1 (in 22 TCN 211-06) with:
H 60 Eo 42
= = 1,818; dc = = 0.145
D 33 E tb 345.97
Ech
From these two ratios and the monogram 3.1, we obtain: = 0,568
Etb
 Ech= 0.568  345.97 = 196.51(MPa)

And K dv
cd .Eyc = 1.10  178.03 = 195.83 (MPa)
It has to be satisfied as:

Ech Kdv
cd .E yc
The result of checking as follow:

cd .E yc = 195.83 Mpa  OK
Ech= 196.51 > K dv
The pavement structure have satisfied the requirement of strength
following the standard of allowable elastic deformation.
7.6. Calculating and Checking against sliding conditions of pavement
Conversion from two layers to an equivalent one-layer are carried out as follow:
Pavement structure Ei (Mpa) t = E2/E1 hi (cm) k = h2/h1 Htb (cm) Etb' (Mpa)
Grade aggregate
250 30 30 250.00
type II
Grade aggregate
300 1.200 18 0.60 48 268.04
type I
AC12.5 –Coarse mix 350 1.306 7 0.146 55 277.67
AC9.5 – Fine mix 420 1.513 5 0.091 60 288.07
H H 60
The corrective factor is  =f( ) with = = 1,818   = 1.201
D D 33
Calculation is as the same the section 3.7.3.2, we obtain:
 Eave = 1.818 x 288.07 = 407.63 Mpa
7.6.1 Determination of the maximum shear stress created by standard vehicle
load Tax.
We have:
H/D = 60/33 = 1.818 and
Etb/Eo = 345.97/50 = 6.919
From the graph Figure 3-2 in the standard with internally frictional angle  =20o,
Tax
it can be seen = 0.014. Tax= 0.014 x 0,6 = 0.0084 MPa
p
7.6.2 Determination of the shear stress at the same point cause by seft-weight of
the overlying pavement materials Tav.
From the graph Figure 3-4, it can be seen Tav :
Tav= -0.0026 MPa
7.6.3 Determination of the coefficient Ctt

Following (3-8) in the standard:
Ctt= C.k1.k2.k3
Where:
C = 0.022 Mpa
From the section 3.5.4 [7] in the standard, k1 = 0.6; k2 = 0.8 because
the number of the daily standard design lane axle loads (Ntt = 788 (axles/lane/day)) is
smaller than 1000 axles. And k3 = 1.5 ( because subgrade is sand)
 Ctt = 0.034  0.6  0.8 1.5 = 0.024 Mpa
7.6.4 Checking shearing conditions of pavement
The pavement structure will provide sufficient strength if the following
equation satisfy:
C tt
Tax + Tav 
K cdtr
For the road class III and the design reliability is selected as R = 0.9, it
tr
obtains as K =0.94. And Tax , Tav are computed above.
cd
Tax + Tav =0.0058MPa

Ctt 0.0158
= = 0.022 Mpa
k cdtr 0.94
Ctt
 Tax + Tav = 0.0058MPa < = 0.022 Mpa  OK
k cdtr
The pavement structure have satisfied the requirement of strength

following the standard of sliding conditions.
7.7. Calculation and checking tensile and flexural flailure condition
7.7.1 Determination of the maximum bending stress  ku at the bottom of
surface layer
a. The AC binder layer 12.5.
Table: The elastic modulus of two asphalt concrete layers
Material Ei (MPa) hi (cm)

AC 12.5 1600 7
AC 9.5 1800 5
 For asphalt concrete layers:

h = 12 cm; E1  
Ei.hi 1800.5  1600.7
 = 1683 MPa.
hi 12
Table : The average elastic modulus of base and subbase layers

Etb
Material Ei(MPa) t = E2/E1 hi (cm) k Htb(cm)
(MPa)
Grade aggregate
250 30 30 250
type I
Grade aggregate
300 1.2 18 0.6 48 268.040
type II
 Etb’ of base & subbuas layer is 268.04 Mpa ; H’= 48cm.
 Determine adjustment factor  :
With H/D = 48/33 = 1.455, look up table 3-6 [7], we have = 1.165.
Thus, E dc
tb = 1.165 x 268.04= 312.27 Mpa.
With H/D = 1.455, Eo/ E dc

tb = 42/312.27 = 0.160. Look up nomogram Figure 3.1,
Ech.m / E dc
tb = 0.525
 Ech.m = 0.525 x 312.27 = 163.94 (MPa).

Determine  ku at the bottom of the asphalt concrete binder course by using
the nomogram Figure 3.5 with:
H1/D = 12/33 = 0.364; E1/Ech.m = 1683.3/163.94 = 10.27
The result obtains :  ku = 1.752 and with p = 0.6 MPa; kb = 0.85. Following the
formula (3.11) in the standard, we obtain :
 ku = 1.752  0.6  0.85 = 0,894 (Mpa)
a. The AC binder layer 9.5.
h = 5 cm;E1 = 1800 MPa.
Table : The average elastic modulus of base and subbase layers
Etb
Material Ei(MPa) t = E2/E1 hi (cm) k Htb(cm)
(MPa)

Grade aggregate
250 30 30 250
type I
Grade aggregate
300 1.2 18 0.6 48 268.040
type II
AC 12.5 350 1.306 7 0.146 55 277.67
 Etb’ of base & subbuas layer is 277.67 Mpa ; H’= 55cm.
 Determine adjustment factor  :
With H/D = 55/33 = 1.667, look up table 3-6 [7], we have = 1.191.
Thus, E dc
tb = 1.191 x 277.67= 330.70 Mpa.
With H/D = 1.667, Eo/ E dc

tb = 50/330.70 = 0.151. Look up nomogram Figure 3.1,
Ech.m / E dc
tb = 0.553
 Ech.m = 0.553 x 330.70 = 182.88 (MPa).

Determine  ku at the bottom of the asphalt concrete binder course by using the
nomogram Figure 3.5 with:
H1/D = 5/33 = 0.152; E1/Ech.m = 1800/182.88 = 9.843
The result obtains :  ku = 1.561 and with p = 0.6 MPa; kb = 0.85. Following the
formula (3.11) in the standard, we obtain :
 ku = 1.561  0.6  0.85 = 0,796 (Mpa)
7.7.2 Checking tensile and flexural conditions at the bottom of asphalt

concrete and cement treated graded crushed stone layer
The pavement structure will provide sufficient flexural strength if the
Rttku
followingequation satisfy: ku 
K cdku
The allowable flexural strengths at the bottom of asphalt concrete layers are
calculated as following formula : Rttku = k1 . k2 . Rku
Where : The coefficient k1 can be calculated as the formula:

11.11
K1 = = 0.461 with asphalt concrete layer
N 0,22
e
With Ne = 1.91  106

The coefficient k2 = 1.0
- The allowable flexural strengths at the bottom of the two asphalt concrete layers:
Rttku  k1.k 2 .Rku = 0.461 1.0  2.8 = 1.291 MPa
- The allowable flexural strengths at the bottom of cement treated graded crushed
stone layer:
Rttku  k1.k 2 .Rku = 0.461  1.0  2.0 = 0.922 MPa
Checking flexural conditions with K dcku =0.94 ( following Table 3-7 in the
standard for the road class III and the design reliability R = 0.9 ) as follow:
- The bottom of the two asphalt concrete layers:
ku = 0.796 MPa< 1.291/0.94 = 1.373  OK
- The cement treated graded crushed stone layer:
ku = 0.894 MPa < 0.922/0.94 = 0.981 MPa  OK
The pavement structure have satisfied the requirement of strength following the
standard of sliding conditions.

CHAPTER 8: TECHNICAL AND ECONOMIC EVALUTION

TO CHOOSE INVESTMENT OPTIONS
To get the best alternative to investments, we carry out comparing two
alternatives in accordance with the following criteria groups:
 The groups of uses quality indicators :
- Route length, route development
- Gradient
- The number of horizontals curve, radius of horizontals curve, the
number of minimum radius horizontals curve, average radius of horizontals curve.
- The number of vertical curve, minimum radius of vertical curve.
 The groups about constructions criteria :
- The volume of cut and fill
- The maximum cut depth and fill.
- Culvert length and number of culverts
- The availability of construction supplies
 The groups about economics criteria:
- Embankment constructions cost, pavements and culvert
constructions cost.
- Land acquisition cost
- Annual cost
- The constructions and operations cost.
Table of comparision 2 alternative route
Alternative Assessment
No Categories Unit
I II I II
I. The groups of uses quality indicators
1 Route length m 5647.38 5972.95 O X
2 Route development 1.171 1.238 O X
3 Average turn angles Degree 52º20’15’ 49°16'33'' O X
Number of horizontal
4 Curve 15 17 O X
curve

No Categories Unit
I II I II
Number of vertical
5 Curve 17 21 O X
curve
Minimum radius of
6 m 125 125 O O
Horizontal curve
Number of limited
7 Curve 3 2 X O
curve
8 Maximum gradient ‰ 57.5 59.8 O X
9 Length with idọc > 30‰ m 400 1709.76 O X
Minimum radius of
10 m 3000 2000 O X
crest curve
Minimum radius of sag
11 m 5000 2000 O X
curve
Speed of GAZ 150
12 Km/h 58.54 56.96 O X
vehicle
13 Average travelling time Hour 0.096 0.105 O X
14 Fuel consumption Lit 2.220 2.347 O X
II. The groups of constructions criteria
1 Cut volume m3 56320.24 47748.44 X O

2 Fill volume m3 67755.01 71682.23 O X
3 Number of culvert culvert 8 10 O X
4 Maximum cut depth m 3.28 2.89 X O
5 Maximum fill depth m 4.32 5.43 O X
6 Construction conditions Good Good
III. The groups of economics criteria

No Categories Unit
I II I II
Culverts constructions
1 vnd 70,998,555 80,501,805 O X
cost
2 Land acquisitions cost vnd 12,000,682,500 12,692,518,750 O X
Roadbed construction vnd

3 2,496,298,959 2,119,905,304 X O
cost
Pavement structure vnd

4 13,562,132,306 14,678,698,001 O X
constructon cost
Initial constructions vnd

5 28,132,533,432 29,572,640,896 O X
cost
6 Concentrated cost vnd 1,641,044,127 1,725,049,356 O X
7 Annual cost Ctx vnd 78,833,497 82,868,992 O X
The constructons and vnd

8 29,852,411,056 31,380,559,244 O X
operation Pqd
Note:
- highly evaluated criteria (O) ; lower evaluated criteria (X)
Suggesting: Choosing the alternative I for construction investments.

CHAPTER 9: TOTAL CONSTRUCTION INVESTMENT

AMOUNT
9.1. Base of determining total construction investment amount.
-Decree No. 12/2013/NĐ-CP dated 12/02/2013 of the Government on
Construction Project Management.
-Decree No. 97/2013/NĐ-CP dated 30/10/2013 of the Government regulate
minimum regional salary level of employes.
-Decree No. 209/2004/NĐ-CP dated 16/12/2005 of the Government on
Construction quality management and Decree No. 49/2012/NĐ-CP date 18/4/2012,
changing and adding some article of Decree No.209/2004/NĐ-CP.
-Law No. 13/2012/QH12 dated 3/6/2012 of of the National Assembly of the
Socialist Republic of Vietnam on Value Added Tax and Decree No. 123/2012/NĐ-CP
dated 8/12/2012 of the Government regulateing enforcement of Law No.
13/2012/QH12.
-Circular 129/2012/TT-BTC date 26/12/2012 of Ministry of Finance on
guildance and enforcement of Value Added Tax Law.
-Thông tư số 11/2005/TTLT - BNV - BLĐTBXH - BTC - UBDT ngày 05 tháng
1 năm 2005 của Liên Bộ Nội vụ, Bộ Lao đông thương binh xã hội, Bộ Tài chính và Uỷ
ban dân tộc miền núi hướng dẫn thực hiện chế độ phụ cấp khu vực.
-Thông tư liên tịch số 05/2005/TT-BNV ngày 5/1/2005 hướng dẫn thực hiện chế
độ phụ cấp lưu động.
-Thông tư số 05/2012/TT-BXD của Bộ xây dựng hướng dẫn điều chỉnh dự toán
xây dựng công trình.
-Thông tư 09/2012/TT-BXD ngày 17 tháng 4 năm 2012 của Bộ xây dựng hướng
dẫn điều chỉnh giá và hợp Dong xây dựng do biến động giá nguyên liệu, nhiên liệu và
vật liệu xây dựng.
-Định mức dự toán XDCT số 1776/BXD-VP ngày 16/8/2012 của Bộ Xây dựng.
-Định mức dự toán công tác sửa chữa số 1778/BXD-VP ngày 16/8/2012.

- Bảng giá dự toán ca máy và thiết bị xây dựng số 271/UBND-XDCB ngày

31/01/2012 của Uỷ ban nhân dân tỉnh Hòa Bình.
- Công văn số 410/QĐ-BXD ngày 31/03/2010 của Bộ xây dựng về việc công bố
chỉ số giá xây dựng quí IV năm 2013.
- Bảng phân loại đường bộ (các quốc lộ) năm 2012 ban hành kèm theo quyết định
số 25/2012/QĐ-BGTVT ngày 27/11/2012 của Bộ Giao thông vận tải.
- Cước vận tải số 718/QĐ-UBND ngày 31/03/2012 của UBND tỉnh Quảng Bình
- Các văn bản hiện hành khác của Nhà nước và Bộ GTVT…
9.2. Element of total construction cost amount.
9.2.1. Construction cost:
*) Material cost:
Material price follow Price Notice No. 107/CBLS TC-XD dated 03/06/2013 of
Interdepartment of Finance and Construction, Quang Binh Province.
Material taken from Quang Binh city centre line Cement, steel, wood is transport
in 3Km distance.
Rock material is transfer from quarry, which is 5Km far from the site.
Material which is not concluded in Price Notice would be taken from Provider
Price.
Asphalt concrete is transfer from mix station, 5Km far from the site
*) Labour cost:
Labour cost is calculated with minimum salary 730000 Dong/month.
Orther allowances:
- Extra salary12%; bargaining 4% theo lương cấp bậc
- Phụ cấp không ổn định sản xuất 0% theo lương cấp bậc
- Phụ cấp lưu động 40% theo lương tối thiểu
- Phụ cấp khu vực 30% lương tối thiểu
*) Machine cost: apply machine price table of local province, include fuel price
different and driver salary to the moment.

9.2.2. Other cost:

Including surveying, management, site clearing cost...
9.2.3. Preventive cost
Preventive cost is 10%.
9.3. Result
Calculated result is shown in Table 1.9.1 of Appendix
Total construction investment cost is 39,053,443,078 round to 39,500,000,000
Dong
(Thirty nine billions, five hindred millions Dong)

CHAPTER 10: ANALYSING ECONOMIC OF CHOSEN

ALTERNATIVE
Economic analyse of chosen alternative is base on these criteria:
-Net present value NPV
-Benefit-cost ratio BCR
-Internat rate of return IRR
-Payback period THV.
10.1. Assume origional alternative:
Origional alternative is a road with pavement made of macadam – bituminous
mixture. Time of medium perodic maintainance is 4 years, time of big perodic
maintainance is 12 years.
Length of original route : 6.861174 Km, V= 50km/h , a = 0.4 lit/veh.km
CGdt = 30 millions Dong
CGtrt = 400 millions Dong
CGđt = 3 billions Dong
+ Transportation cost: Ctvc
Ctvc= Qt.S.L
S value of 1 ton.Km commodity SG =9000 Dong/ ton.Km
+ Cost of national economic loss due to passenger time wasting
CtGTG = .C
Result is shown in table of Finance Analysis at the end of Chapter
10.2. Determine net present value NPV:
15 15
Bt Ct
Formular: NPV = B - C = 
t 0 (1  r )
t
-  (1  r )
t 0
t
(dong)
Trong đó :
B = Total profit of investment convert to origin year compared to old
road.
C = Total cost of investment convert to origin year compared to old road.
Bt = Profit of investment in the tth year compared to old road (unconverted to

origion year).
Ct = Cost of investment in the tth year compared to old road (unconverted to
origion year).
r =0.12 profit rate.
10.2.1. Determine total profit of investment convert to origin year compared
to old road: B
When the new road is build, it make advantage because of saving transportation
cost and travel time cost.
Result is shown in table of Finance Analysis at the end of Chapter
Table 10.1 : Converted transportation and passenger time wasting cost
Cvc quy đổi(dong) Ctg quy đổi(dong)

New road 256,188,824,667 1,597,020,596
Old road 306,128,351,967 1,995,984,553
10.2.2. Total cost of investment convert to origin year compared to old road
C
In calculated period (15 years), constrution and maintainance of new road spend
more money than the old road.
Calculation Result is shown in table of Finance Analysis at the end of Chapter
C = 27,789,156,509 Dong
10.2.3. Result :
NPV = B –C = 15,678,311,543 đồng > 0
Conclusion: New road construction project is valueable
10.3. Determine benefit – cost ratio (BCR).
Formular:
𝐵 55,135,108,852
BCR = = = 1.397 >1
𝐶 39,456,797,309
Conclusion:

Benefit – Cost ratio BCR >1. Thus, new road construction project is valuable.
10.4. Determine internal rate of return (IRR).
15
Formular: NPV=  ( Bt  C t ).Pt  0
t o
1
with Pt=
(1  IRR) t
Where
IRR = Internal rate of return
IRR calculation is base on realtive calculate:
Assume IRR=IRRI và IRR=IRRII determine NPV regarding to NPVI và NPVII
so how with IRR=IRRI, NPVI >0 and with IRR=IRRII, NPVII<0.
Choose : IRRI = 0.168 with NPVI = 37,975,158 dong
IRRII = 0.169 with NPVII = -135,750,079 dong.
NPV1
IRR=IRR1+(IRR2-IRR1). = 0.1682 > 0.12
NPV1  NPV2
Conclusion:
IRR > Etc= 0.12 Thus, new road has economic advantage.
10.5. Determine payback period.
1
Formular: Thv = (year)
IRR
Where:
Thv = payback period
IRR = Internal rate of return
1
=> Thv =  5.94 years
0.1682
10.6. General conclusion:

After Economic analysing, it is clearly that new road project has more
economic advantage than the old. Therefore, the investmentE is valueable.

CHAPTER 11: ENVIRONMENTAL EVALUATION OF THE

ROAD
11.1. Purpose.
Environment is essential for human life, organisms and socio-economic
development. Environmental protection tasks include the rational use of natural
resources, the prevention of damaging effects and the prevention of environmental
pollution, the recovery of losses, the continuous improvement of natural resource
potential and to improve the material and spiritual life of the people, to ensure the long-
term socio-economic development of the region and the country.
Construction of Road A3-B3 is one of the important transport projects in Quang
Binh and the region, creating a premise for socio-economic development in Quang Binh
province, helping the province to quickly integrate into the ground. The economy is
rapidly developing in the country and in the region.
In preliminary design, the environmental impact study section of the project
presents the environmental protection arguments for the following purposes:
+ Helping the project owner to see the history of environmental accidents, natural
harshness in the project area so that the project owner can timely adjust the plan to ensure
the sustainability of the project, avoiding technical difficulties and economic losses;
+ To detect problems and losses on the environment in order to prevent the
destruction and pollution of the environment and restore the damage to improve the
material and spiritual life of the people.
Environmental legal base:
+ Article 29 and article 84 The Constitution of the Socialist Republic of Vietnam;
+ Laws or Ordinances on the use of each environmental component;
+ The Law on Environmental Protection was adopted by the Ministry of Science,
Technology and Environment in March 1993 and passed by the National Assembly of
the Socialist Republic of Vietnam in 1993.

11.2. Environmental effects of project construction and operation

In construction stage:
Interruption of irrigation system in agro-ecological system along the route,
drainage system in ecosystem.
Increasing the dust and noise pollution and increase the risk of surface water
pollution caused by residential solid waste.
Occuping land, affecting the livelihoods and living conditions of those who are
subject to resettlement, economic activities.
Seperating the community and interrupting production activities.
Generate solid waste and traffic congestion.
In operation stage: Environmental quality is affected by vehicle emissions, noise,
dust and therefore affects the people in the project area.
11.2.1. Air pollution
The activities of vehicles, tools used in construction, fuel, cutting trees affect the
environment and potentially serious pollution unless prevention and pre-evaluation.
In operation stage, the movement of vehicles and waste from the people living
near the road will increase dust, toxic emissions. All of these factors need to be assessed
and planned to ensure a sustainable development environment.
11.2.2. Noise and vibration
Traffic noise cause affect to people living near the road: working, resting,
sleeping.
Chosen solution: residential area 25 m away from the road edge, noise reduce (4-
5)dB.
11.2.3. Water pollution risk
Excessive waste and material will directly affect the water supply and gradually
break down the ecological balance. The layout of the drainage works affects the natural
flow.

11.3. Solutions to overcome the negative effects of the project on the

environment
11.3.1. Solutions of the human and socio-economic environment affects
The complexity of the effects on the human environment often changes the nature
of events if not resolved adequately. One of the manifestations of these issues is the lack
of positive feedback from the Dong community, which results in the delay of the project,
and the uncertainty of life. The project team will coordinate with the local authorities to
propose a proper relocation and resettlement plan based on the following principles:
+ Community propaganda and education:
When people understand the benefits that the project brings to people and to
themselves, the barriers to schedule progress will be eliminated.
+ Compensation:
Compensation is legal according to the law and based on the actual situation of
each locality about housing, fields, crops and food. At the same time, to create favorable
conditions (administrative, economic ...) so that those who have to resettle soon stabilize
their life in the new place. Compensation for the relocation of tombs and temples,
temples will take into account spiritual factors.
Schools, manufacturing facilities, in addition to appropriate compensation, will
try to minimize the impact of disrupted daily activities.
+ Production support:
In the course of the project's operation, it will attract a part of the local labor
force; To adopt policies and projects of priority for development, such as preferential
loans for production development, infrastructure construction, commercialization of
agricultural products, vocational training, and improvement of existing social
conditions…
+ Land use management:
Recommend to local authorities to strictly control the phenomenon of
redistribution of population according to the attraction of the road. Roadside land

(outside the road protection corridor) tries to use in the group of arable land or
specialized land, in accordance with the development plan directly related to the project.
+ Continued research:
Continuing research to propose location of subjects sensitive to noise, air in a
reasonable way.
Continuing research on alternative designs to ensure that no damage to forestry
occurs.
11.3.2. Solutions to hydrological affect.
Mountain floods are particularly dangerous, flash floods often have a drift like
wood, and contain large quantities of land. Specific:
+Flood complications tend to be more serious;
+The flow pattern appears with high velocity and other flow direction. The
potential for large scale erosion is huge;
To limit the impact:
+Processes in design and selection optimum alternative texture: calculated to
ensure high level design and increased drainage aperture;
+Beside enhancing the aperture, horizontal drainage densities, combined digging
upstream crests, parallel to the route to flood drainage quickly..
11.3.3. Solutions to overcome the effects of construction.
+ Reasonable construction organization:
Arrange reasonable construction organization to minimize the impact of
obstruction or disturbance of activities for forestry, transport and tourism.
+ Flood prevention:
Consider construction schedules and construction standards reasonable not to
impede flood flow. Dong disaster preparedness plan of the project.
+ Solutions to the effects of dust and noise:

To strictly control the quality of construction means. Control of emissions of

these vehicles in accordance with TCVN 1995, Decree 175 / CP on noise and dust
emission. Encourage the use of standard equipment.
Select suitable mixing stations, noise equipment, ensuring that the operations of
these batches do not affect concentrated residential areas, schools and enterprises.
Choose the right shipping route so that the heavy truck losses are minimal and
plan to restore the roads if damaged by the construction.
Planning and specific measures for land transport vehicles to minimize dust
emissions during transport and during the grounding process. Have a specific watering
plan at the site, near the sensitive area where land work is done during the dry season.
Temporary storage areas and wastes will have plans to prevent dust and to
prevent rainwater from becoming wet.
+ Solutions to the effects of water pollution:
Specific measures will be taken to limit the pollution of irrigation water and fish
farming from construction activities.
Considering site layout, fuel station and camp workers reasonably limit water
pollution by oil and organic waste..
Deal with the locality to find places to solidify.
11.3.4. Solutions to overcome the effects in the operation phase.
Surveying and calculating details of the level and extent of harmful dust and
noise transmission from vehicles and sensitive subjects in the thematic report to make
reasonable proposals to minimize impacts on residential areas, pagodas, schools and the
sustainability of the project area.

PART II
ENGINEERING DESIGN
(SEGMENT KM0+0.00 – KM1+110.00)

CHAPTER I: INTRODUCTION
1.1. Project introduction
- Name of project: Road design connect ting two point A1-B1
- Investor: People’s commite of Thai Nguyen Province
- Consultant: Consultancy Company Limited of University of Civil Engineering
- Design mission: Route from Km0+00 – Km1+96.83
1.2. Project base
1.2.1. Legal justification
- Preliminary design profile
- Approvement of technical design performing
- Draft of technical survey
1.2.2. Standard system
a) Surveying standard
- Highway surveying process 22 TCN 27-263-2000 [12].
- Calculation of flood flow’s specific TCVN 9845 – 2013 [13].
- Drilling for geological exploration TCVN 9437 – 2012 [14].
b) Design standard
- Highway – Design Requirements: TCVN 4054 – 2005 [1].
- Flexible Pavement – Requirements and Instructions for Design: 22TCN - 211
– 06 [7].
- Design Reinforced Concrete Culvert: 533-01-01; 533-01-02 of Institute of
Transportation Design [9].
- National Standard of Roadway Signs and Signals QCVN 41-2012/BGTV [10].
- Bridge Design Standard: 22TCN 272-05 [11].
- Pile Culvert Design Standard: TCVN 9116:2012
1.3. Characteristic of design route area
1.3.1. Terrain geomorphology
Terrain of local are quite simple, transverse slope is about 5-15%.
1.3.2. Hydrology
Hydrology data is similar to that in preliminary design.
1.3.3. Local socio-economic situation
Road is loacted in Quang Binh province.

CHAPTER II: HORIZONTAL ALIGNMENT DESIGN

2.1. Preparing
Considering approved Feasible Reseach Report and Approvement of Investment
mission of the project. Considering previous survey data and fully update new data from
local and planning related to the road.
Finding out document of cordinate control and local climate.
2.2. Route survey
- Considering details of route approved in economic-technical demonstration and
readjust some individual things.
- Determining and consolidating route at site such as: route development, angular
measurement, arrange detal sitck.
- Measuring altitude.
- Setting up plan in special area, where has soft soil, karst, ...
- Collecting hydrology data for example anual and seasonal rainfall.
- Investigating local temperature and humidity for construction.
- Geological survey in the area of construction of roads and mines used to fill the
roadbed with geological boreholes or excavations.
2.2.1. Geolofical survey
Setting up 2 excavation at culvert position (Km0+314.19 and Km0+886.67) and
an borehold at high cutting position (Km0+500.00).
The organic layer could not be use to make embnkmet, so when constructing
embankment, it should be eliminated.
The sandy clay layer satisfies all requirement of embankment, so it could be use
to make embankment.
In route area, there is not any swampy area or special geological situation causing
unstabilization of roadbed.

2.3. Horizontal alignment design

Following selected alternative in Preliminary design, we proceed Technical
design for segment from Km0 to Km1+96.38.
Horizontal alignment is shown in drawing with scale of 1:1000, each contour line
is 1.0m intergral.
If in preliminary design, horizontal alignment is general direction for route in
segments, in technical design, we have to design horizontal alignment relating to terrain,
calculating drainage system whether it is necessary to set up top ditch or water step; the
combination between horizontal alignment, profile and cross-section must be more
related.
In plan, avoiding unreasonable altitude loss, adding station stick and topographic
stick (at least 20m per stick) in line and curve with radius greater than 500m. In curve
with R=100m-500m, each 10m must have a stick.
Stick position is shown in Appendix Table 2.2.1
About direction, segment from Km0+00 đến Km1+96.38 is optimal, quite
smooth. Route is design to follow and blended with topography. Thus, in this part, we
do not change direction and radius of preliminary design.
In technical design, we also need to design spiral curve with super elevation to
improve travel condition as well as making route smoother and increasing sight distance
in horizontal curves.
2.4. Calculation of Clothoide spiral curves.
* Considering curve P1
R =150 ; isc =6%, Lct =60 m.
2.4.1. Calculating basic parameter of circular curve P1
R=150m ; =23039’18”
T=R.tg(  / 2) =104.71 m ; K =R.= 206.43 m
2.4.2. Determine Clothoide parameter
A= L.R =√60.150 = 94.87 m

2.4.3. Calculating angel

𝐿 60
 0= = = 0,2 rad (11027’33”)
2𝑅 2∗150
Checking:  >20  Satisfied;
2.4.4. Determine coordinates of end point of spiral curve X0, Y0
Cordinates of points in spiral curve is calculated from formular:
 s5 s9
 X  s  
40 A 4 3456 A8
 3 7
(CT 2.1)
Y  s  s s 11

 6 A 2 336 A 6 42240 A10
The endpoint of spiral curve with s=60 m, A=94.87 m  X0 = 59.76m; Y0 =

3.99m
2.4.5. Determining displacement p and sub-tangent T
(Distance from peak point of basic curve to peak point of spiral curve)
p = Y0 -R(1- cos0) =3.99 - 150.(1-cos(11027’33”))= 1.00 m;
Checking: p = 1.00m < R/100 =150/100 =1.5 m  OK

T =X0 – Rsin(  0 )= 141.44 (m)
2.4.6. Determine remained part of circular curve K0

R.(  2 0 )
K0 = = 130.79 m
180 0
2.5. Determine coordinates of post in horizontal curve
Coordinates of major posts in horizontal curve is determine base on assumed
coordinate system XOY with axle Y is North direction, axle X is particular to North
direction.
Coordinate of minor post is determined base on major post as below:
+ Post from NĐ to TĐ use assumed coordinate system X1O1Y1
Post coordinate is determine from formular (CT2.1)
+ Post from TĐ to TC use assumed coordinate system X2O2Y2

 X 2  R. sin 
Post coordinate is determine from formular : 
Y2  R.(1  cos  )
Where: R – Curve radius

α - Inner angel
+ Post from TC to NC use assumed coordinate system X3O3Y3
Post from NĐ to TĐ use assumed coordinate system (CT2.1)
y1 y3
y2
ND 1
1 NC
TD1
TC1
P1 x3
x1 x2

CHAPTER III : DESIGN PROFILE AND CROSS-SECTION

3.1. Profile
3.1.1. Requirement of drawing
Profile is presented in in drawing with horizontal scale of 1/1000 and vertical
scale of 1/100. Geological section is also shown in profile.
Beside finished elevation, grade and elevation of side ditches and other parameter
is needed.
3.1.2. Process of design
3.1.2.1. General direction
Travel condition is the main requirement of design.
3.1.2.2. Determine control points
Control points of route are positions where culverts are located. Embankment on
culvert must be at least 0.5m from top of culvert to finished elevation.
There are two culverts in technical design.
Technical design route is a bit different from preliminary design, so position and
apature of culvert must be redesign. Hydrology calculation and apature of culvert is
shown in Table 2.3.1 Appendix.
Result is shown in table:
Table 3.1 : Determine control level of culverts
STT Lý Trình Qp (m3/s) d (m) Hnd CĐĐC CDND CĐKC
C2 Km1 + 0.00 2.25 1.5 1.34 476.98 478.32 480.21
3.1.2.3. Design vertical alignment

To ensure conditions of sight distance and smooth travel, we have to design
vertical curve where grade changes over 1%. Radius of vertical curve is choose base on
terrain, type of road and construction condition.
A vertical curve is set as a grade 2 parabolic with equation: y=
Where:

R = Radius of curve (m)

Process of curve setting-out is:
a) Determine elevation of intersection point C
HC = HA + L*iA
Where: HA hight of a point in segment with grade iA
L distance between C and A, L= LC - LA
b) Determine point of curvature (TĐ) and point of tangency (TC)
Length of tangent: T= R(iA - i B)/2
Point of curvature (TĐ):
Station: LTĐ = LC - T
Elevation: HTĐ = HC - iAT
Point of tangency:
Station: LTC = LC + T
Elevation: HTC = HC + iBT
c) Determine min/max point of curve E, where id = 0%
Distance from TĐ to E : LTĐ-E = LE - LTĐ = iAR
 Station of E : LE = LTĐ + iAR
Elevation of E : HE = HTĐ + Ri2A/2
d) Determine elevation of stakes in curve
Assume distance from point M to E : LM-E= LE - LM
L2ME
Finished elevation at point M : HM =
2R
e) Simple method to setting out vertical curve
Do step a and b to determine position of TĐ (or TC). Choose base point
of coordinate system at TĐ (or TC) to determine elevation of points in curve which is
far from TĐ or TC a distance lj.

h
i
A
Hj
O
TĐ lj l
Formular:
+ From left to right: Elevation of point J:
l 2j
H j  H TĐ  i A l j 
2R
Quy ước : R crest curve (+) ; R sag curve (-)
iA upward (+); iB downward (-)
+ From right to left: Elevation of point J:
l 2j
H j  H TC  i B l j 
2R
Quy ước : R crest curve (+) ; R sag curve (-)
iA upward (-); iB downward (+)
3.2. Design cross section
3.2.1. Parameters of cross section
Embankment slope 1:m =1 :1.5
Cutting slope 1:m =1: 1.0
Combine slope: Cutting 1:m =1:1.0
Embankment 1:m =1:1.5
If natural grade is high (Is >=20%), we have to make steps. If In < 20% , we have
to eliminate organic soil layer 20cm.
Cross-section parameters:
BnÒn =9m
BlÒ=1,5m Bp xc =6m BlÒ=1,5m
0,5 1,0 3,0m 3,0m 1,0 0,5
6% 2% 2% 2% 2% 6%
1:1
.5 .5
1:1

3.2.2. Calculation design side ditch

After design finished elevation, we detetermine areas which need to set side
ditch. Side ditchs is needed at cutting roadbed and embankment <0.6m high. After
determine areas, calculating basin and water volume of ditches, then calculate and
design crossection and reinforcement of the ditches.
a) Design principal of side ditch
The top of ditch has to be higher than water level 0.2m to 0.25m; depth of the
ditch should not exceed these value:
+ With clay : 1.25m,
+ With sandy clay: 0.8m- 1.0m;
+ With clayed sand: 0.8m,
Cross-sections of ditches could be trapezium, triangle or rectangular. One slope
is talus of road, the other is 1:1; minimum depth of ditch is 0.4m.
Side ditches is design along route with longitudinal with the same grade. Grade
of side ditches is not smaller than 5‰, in specific situation, not smaller than 3‰, to
prevent stagnant water and waste. If longitudinal grade is to high, we have to reinforce
the ditche related to velocity and volume of water.
In design, avoid water from embankment ditch flow to cutting, except length of
cutting is smaller than 100m; water from other ditch must not flow to side ditch; and
always find the way to let water run out of ditch, for trapezium ditch, each 500m need a
structural culvert; for triangle, this value is 250m.
b) Design cross section of side ditch
According to regulations and design principle, basin of side ditch is small, most
from pavement and talus, so we design side ditch as structure:
+ Width of bottom 0.4m;
+ Depth of ditch 0.4m;
+ Slope 1: 1.

3.3. Calculating earthwork volume

After design cross-section, we calculate earthwork as formulars:
Average area of cutting section: F đào tb = (Fiđào +Fi+1đào)/2 (m2)
Average area of embankment section: F đắp tb = (Fiđắp +Fi+1đắp)/2 (m2)
Cutting volume: Vđào = F đào tb.Li;i+1 (m3)
Embankment volume: Vđắp = F đắp tb.Li;i+1 (m3)
Calculation of earthwork volume is shown in Table 3.1 Appendix.

CHAPTER IV: DETAIL DESIGN OF CULVERT C2

4.1. Input data
Station: Km1 + 0.00;
Type of culvert: Reinforce concrete (RC) pipe culvert;
Area of basin: F = 0.041km2;
Length of main stream : Ls = 0.0629 km;
Total length of minor stream : 0 km
Grade of stream at culvert 6.3 %.
Hệ số nhám lòng suối: ms = 7;
Hệ số nhám sườn dốc: msd= 0.15;
Assume that cross-section of stream is triangle:
Left bank: 1/10
Right bank: 1/10
Daily rainfall with frequent 4% : H4% = 268 mm
Hệ số triết giảm hồ ao khi đo trực tiếp diện tích hồ ao:  = 1;
Hệ số dòng chảy lũ:  =0,9;
Grade of slope is 9%
4.2. Calculate volume
Q = AP.  . HP . F.  (m3/s) (CT 3.1)
- Length of basin slope:
F 0.03
bsd    0.363 (km) (CT 3.2)
1.8  ( L  l ) 1.8  (0.041  0)
Tính đặc trưng địa mạo của sườn dốc lưu vực :
0.6
bsd
 sd   5.99 (CT 3.3)
0.3
msd .I sd .( .H p ) 0.4
Tra Table được sd = 51.47 phút ứng với vùng mưa VIII
Tính trị số đặc trưng địa mạo lòng suối
1000 L
ls   6.01 ( CT 3.4)
mls .I 1/ 3
ls .F 1 / 4 .( .H p )1 / 4
Tra Table nội suy ra được trị số Ap = 0.055
Thay vào công thức trên tính được Q = 5.42 m3/s
From Q = 5.42 m3/s choose 2 pipe D = 1.5 m. Culvert is at non-press condition.

4.4.1. Determine water level before culvert H

With Q = 5.42 (m3/s) choose non-pressure flow condition
Refer to Appendix 16 ( Giáo trình thiết kế đường ô tô tập 3 – GS.TSKH Nguyễn
Xuân Trục), H = 1.34 m
Checking:
H =1.34 m  1,2.hcv=1,2.1.5 =1.8 m.
4.3. Calculate natural depth of flow
Assume depth of flow from 0.1 to 0.5 m we calculate as formular Sêdimaninh.
Q = .C. R.i (m3 /s) (CT 3.5)

Where:
= Area of flow section
 =m.h2 = h2. m1  m2 = 10 h2 ( m2)
2
i = Grade of stream i= 7.03%
C: Sêdimaninh factor C= 1 .R1 / 6
n
Where:
n = hệ số nhám n =0,07
R = bán kính thuỷ lực R =  (m)

 = chu vi ướt: =m’.h (m)
m’ = 1  m12  1  m22
Table 4.1: Table of relationship between Q – h
hd (m) 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45 0.5
 0.1 0.225 0.4 0.625 0.9 1.225 1.6 2.025 2.5
 2.01 3.01 4.02 5.02 6.03 7.03 8.04 9.04 10.05
R 0.050 0.075 0.100 0.124 0.149 0.174 0.199 0.224 0.249
C 7.5807 8.1107 8.5091 8.8315 9.104 9.3409 9.5511 9.7405 9.913
i 0.052 0.052 0.052 0.052 0.052 0.052 0.052 0.052 0.052
Q 0.0386 0.1137 0.2448 0.4439 0.7218 1.0888 1.5546 2.1282 2.8186

Lập đồ thì quan hệ Q-h
2.5
2
Q m3
1.5
0.5
0
0 0.1 0.2 0.3 0.4 0.5 0.6
h(m)
Hình 4.1 Biểu đồ quan hệ giữa lưu lượng và chiều cao nước
Nội suy Q=0.483 m3/s ra h= 0.26 m
4.4. Determine water level before culvert, demarcation grade, velocity

of flow in culvert and lower section.
4.4.2. Inlet flow speed
Q
Formular: Vcv=
r
Consider to inlet narrowing factor:
4Q 4  4.31
Vcv    1.8(m/s)
ε.π.d 2
0.65  3  3.14  1.252
Ta có Vcv=1.8 (m/s)
4.4.3. Determine demarcation level hk
Q
2
1.442
Rate hk depend on rate c 5 =  0.069
d 9.811.25 5
g .d
Refer to Table 10-3 [8],(Giáo trình thiết kế đường ôtô tập 3)_Table 10-3 ta có:
2
Qc
5
=0.069  hk = 0.516  hk = 0.516 x 1.25 = 0.645 m
g .d d

We have h = 0.53m < 1,3. hk =1,3.0,645=0,839 m thus water condition is non-

pressure.
4.4.4. Determine demarcation grade ik
2
Qc
For pipe culvert, ik could be determined from formular: ik  2
Kk
Where:
Kk= uk.Ck. R k : Volume specific, determined from Table 10.3 [8]- (Giáo trình
2
Qc
thiết kế đường ôtô tập 3) ,khi biết ; với d is apature.
g .d 5
2
Qc Kk
With 5
=0.069 from table,  0.529
g .d Kd
Kd=24.d8/3=24.1,258/3=43.51
 Kk=0,529.43.51 =23.00
Qc2 1.442
ik  2   0.0039
K k 23.002
Thus, demarcation grade ik=0,39%
4.4.5. Determine water level at outlet h0:
Set the culvert with grade i = 0.39%
h0 K
Rate depend on rate 0
d d
Where:
K0, Kd: Volume specific
Qc 1.44
K0 =   23.06
ic 0.0039
Kd=24.d8/3=24.1.258/3=43.51
Referto table 10-3 [8]:
K 0 23.06 h
  0,530  0 =  0,517 => h0=0,517.1,25=0.646m
K d 43.51 d
4.4.6. Determine flow speed in culvert V0
Formular: V0 =W0. i
Where: W0 Speed specific
Refer to Table 10-3 [8]:

K0 W
 0,530  0 = 1.027
Kd Wd
With Wd=30,5.d2/3 =30,5.1,252/3= 35.39, so W0=36.35
Thus V0 =36.35. 0.0039 = 2.27 (m/s)
4.5. Upper section reinforcement
With small grade of stream, slow inlet speed (Vcv=1.80m/s), smaller than
erosion speed of đá xây 16 cm(Voxói=3.5m/s) so we do not need special building like
water step.
Refer to ‘Định hình cống 533.01.01’, choose reinforcement by ‘đá xây’ 25 cm
over a binder course by maccadam 10cm (details is shown in Drawing KT -03)
4.6. Lower section reinforcement
In free-flow condition, flow speed after outlet is as 1,5 time of flow speed in
culvert, V=1,5V0 (m/s);
Thus Vhạ lưu=1,5.V=1,5. 1.8 = 2.7 (m/s);
Chọn vật liệu gia cố đá hộc xây vữa xi măng M150 dày 25cm trên lớp đệm đá
dăm dày 10cm. Vận tốc cho phép không xói là Vo xói=6.3 (m/s)
Length of lower section reinforcement L =3.4 m
b
Erosion depth at end of reinforcement: h x  2  H 
1
(1)
b  2.5l gc
Where:
+ Depth of flow before culvert, H =1.27(m)
+ Apature of culvert, b=1,5 (m)
+ L: length of reinforcement, L=2,0 (m)
1, 25
hx1=2.1,00. =0,716m
1, 25  2,5.3, 4
Thus, erosion depth calculated from formular (1) is hx(1)=0,10 m
+ Other formular to calculate depth of erossion
b  Vr Vr 
x  hr 
h (2)   
b  2l gc  V0x Vδ 
(2)
Where:
hr , Vr is depth and velocity of flow at outlet section
hr= 0.646m and Vr= 2.7m/s

V0x is non-erosion speed of stream, theo Table 3-7 [8] -(Giáo trình
thiết kế đường ôtô tập 3), V0x= 0.7m/s
V natural speed of flow
Q tt 4.31
V=   1.53m/s
ω 2.809
Qtt = 4.31 m3/s
 area of stream cross section
ω  10h δ2  10  0.532  2,809m 2
With length of reinforcement L= 2,0m and apature of culvert
b=1.25m:
1.25  2.7 2.7 
x  0.646 
h (2)     0.322 m
1.25  2  3, 4  0.7 1.53 
Thus, depth of erossion is 0.322m because of geological limitation:.
Height of erosion wall:
ht ≥ hx2 + 0.5 = 0.322+0.5=0.822m  choose ht= 1.0m
.

PART III
CONSTRUCTION DESIGN

CHAPTER I: PREPARING WORK

1.1. Construction materials and side -testing equipments
- The supplier for concstruction materials are near the construction site. The
materials are conveyed with trucks .
1.2. Construction ground prepareation works
1.2.1. Stake recover and construction site positioning.
- On the construction site, recover route – determined stake
- Measure, check and add stakes at special segment.
- Check existing ground elevation at old elevation stake and add temporary
elevation stakes.
- Draw detail construction boundary for functioned agency’s approval and
compensation.
Estimate : 2 workers, 1 gradienter NIVO30, 1 theodolite THEO20
1.2.2. Temporary house construction
Estimated worker and engineer is 70 and 10, respectively. According to
basic construction standardize, each workers need 4 m2 and each engineer need 6 m2 .
Therefore the total area of temporary house need to be built is : 70 x 4 + 10 * 6 = 340
(m2 ). The average speed of building is 5 m2 /shift => the amount of shift needed to
building temporary house is : 340/5 = 68 ( shifts) . With the estimated time is 10 days,
the required workers for this works is : 68/10 = 6.8 -> choose 7 workers.
Total fee for temporary house constructing is 3 % of construction cost.
Estimate : 7 workers build teamporary houses in 7 days.
1.2.3. Storehouse construction
Storehouse for materials and construction vehicle : require 3% gradient with
ditches for drainage. Estimated storehouse are is 200 m2 , construction speed is 25
m2/shift. The required time for storehouse construction is : 200/25 = 8 ( shifts )
Estimate : 2 workers build storehouse in 4 days

1.2.4. Temporary road construction

Using existing local road for material conveying.
1.2.5. Construction surface clearing works
Clear the consctruction site, cut down tree, move old building and utilities,
graves, etc…
This work is processed by chain method, before culvert and roadbed construction
chain.
Construction lenghth L = 4893.61 – 282.76 = 4610.85 (m)
Average construction width: 25 (m)
Surface clearance volume is : 25x4610.85 =115271.25 (m2).
According to baisc construction standardize, the workforce and vehicle required
for 100 (m2) are : workforce : 0,123 shift /100m2, Bulldozer D271: 0,0155 shift/100 m2
Therefore, the number of Bulldozer D271 shift required is:
115271.25 x 0.0155:100=17.86 (shift).
Estimated time for construction is 10 days => the number of bulldozer required:
17.86/10 = 1.78 => choose 2 Bulldozer D271.
The number of workforce required is : 0.123x115271.25:100=141.8 (shifts)
Estimated time for construction is 10 days
=> the number of workers required : 141.8/10 = 14.2 => choose 15 workers
Estimate : 2 Bulldozer D271 and 24 workers in 10 days of construction.
1.2.6. Communication equipment
The construction position allow using telephone and cellphone as the mean of
communication.
1.2.7. Electrical power and water supply for the construction site
+ Electrical power:
Mostly serve lumination, daily activities,…, supplied by near by
+ Water:

Clean water used for daily activites of workers and engineers, supplied by wells
at the temporary houses.
Construction water are supplied by near by streams and rivers, transported by
truck with special equipment.
1.2.8. Route positioning works
- Route positioning works determine main stakes to pin down cross section of
roadbed in construction site to ensure the construction regard to the design drawings.
- With embankments, elevation of embankment at centerline and shoulder, talus
end are required. Positioned stake are place at station stake with low embankment,
placed in the range of 20-40m with high embankment, and 5-10m in horizontal curve.
- With cutting roadbed, positioned stake all need to be moved from construction
area, with note on the stake represent station, cut depth to determine talus end.
- On non-flat slope, talus parameter need to be placed to check the gradient of
talus throughout construction process.
1.2.9. Conclusions
Preparation teams included :
2 Bulldozers D271A.
1 Theodolite Theo20 .
1 Gradienter NIVO30.
30 workers

CHAPTER 2: BUILDING CONSTRUCTION ON ALIGNMENT

Do not use embankments, retaining walls or other special projects when
design alignment option, so we construct only culvert.
The culvert on the construction is 7 culverts, figures as follows:
Table 2.1 The number of culverts on alignment
No Culvert Station Aperture (m) L(m)
1 C1 Km0+246.47 1ϕ0.75 12.11
2 C2 Km1+0.00 2ϕ1.5 13.12
3 C3 Km2+152.59 2ϕ1.25 12.11
4 C4 Km2+800.00 1ϕ1.25 12.11
5 C5 Km3+175.58 1ϕ1.25 12.11
6 C6 Km3+943.14 1ϕ1.5 12.11
7 C7 Km4+400.00 1ϕ1.25 12.11
8 C8 Km5+200 .00 2ϕ1.5 12.11
2.1. Construction procedure for one culvert

 Restoring culvert placement in the field.
 Digging pit.
 Shipping and handling parts of culvert construction site (carry out simultaneously
with the excavation foundation and building the culvert base).
 Building culvert foundation.
 Setting culvert.
 Scanning waterproof by asphalt and culvert connections.
 Constructing 2 head culverts: head wall, wing wall, converge hole, water slope
,…
 Consolidating upstream and downstream construction.
 In culvert embankment, has to fill soil around the culvert in order to keep the culvert
and storage while not in the background.
 Culvert construction layout in the dry season, the empty positions can be constructed
immediately, the remaining flow positions can set weir temporarily or become
barrage depending on the specific situation.

2.2. Calculating the culvert installation transport productivity

 In order to transport and install culvert, we set up discharge team includes: Huyndai
and 5T - K51 crawler crane. Manpower comes from workers who work the culvert
correction construction.
2.2.1. Using 15T Huyndai in order to transport culvert
 The operating speed on the service road:
 Loads: 20 km / h.
 No loads: 30 km / h.
- Turns around time: 5 minutes.
- Time to unload 1 culvert: 15 minutes.
- Culvert transpot distance is 3 km from beginning alignment design.
 Li Li 
  
- The duration of a bus: T = 60  20 30  + 5 + 15 x n.
- n: the number of culvert transpoted on 1 bus.

- Working times one shift: 8 h/shift.
Huyndai culvert transport productivity spreadsheet is summarized in tablesheet
14-1 (appendix 14)
2.2.2. Using K – 51 cranes for unloading culvert
Tc . K t .q
Productivity is calculated as follows: N = t ck
Where:
 Tc: Working times one shift: T = 8.
 Kt: Time using coefficient, Kt = 0.75.
 q: The number of culvert unloaded, q = 1
 tck: unloaded cycle time, tck = 5'.
8  0,75  1
So N = 0,083 = 72.29 (knot /shift).
Culvert transport productivity spreadsheet using K-51 crane is summarized in
table 14-2 (appendix 14).

2.3. Calculating the quantity of excavation pit and the number of work
shift.
* The quantity of excavated soil in the culvert position is calculated as following
formula:
V = (a + h) .L.h.K
Where:
 a: foundation ditch width (m), a = 2 +  + 2 + e
 : The thickness of the drain.
 e: Distance from outermost culvert center to double culvert and triple culvert.
 h: foundation ditch depth (m)
 L: culvert length (m)
 K: coefficient (K = 1.2)
2.4. Foundation, construction and reinforcement operation.
2.5. Determining the quantity of water room, joints
The amount of water room, joints and worker spreadsheet is summarized in table
(appendix 14).
2.6. Determine the quantity of embankment on culvert
o With culvert embankment, has to embank around it in order to keep and storage
culvert while not in the background. The quantity of embankment on culvert
constructed by D271A bulldozer is taken from the culvert placement of 20 (m) and
basis grider.
The quantity of embankment on culvert and the number of shift spreadsheet is
summarized in table 14-9 (appendix 14).
2.7. Statistics construction work and a team works construction.
Based on the number of worker needed for culvert construction, we choose 2
teams include:
 Team I:
 1 Excavators
 1 K51 cranes
 1 D271A bulldozer
 1 Huyndai truk
 15 workers
Constructing from culvert C1 to C4. Construction period: 21 days.

 Team II:
 1 Excavators
 1 K51 cranes
 1 D271A bulldozer
 1 Huyndai car
 15 workers
Constructing from C5 to C8. Construction period: 21 days.

CHAPTER 3: DESIGNING ROADBED CONSTRUCTION

3.1. General introduction
The route passing through hills has horizontal slope that varies from 2% to 30%
lead to the favorable construction, soil at construction site is clay soil that used for road
embankment. Sub - grade width has B = 9m, the filled talus 1: 1.5, the cut talus 1: 1.0
3.2. Designing the line hauls
Earthwwork computations has important meaning, closely related to the selection
of construction machines for each segment and the construction progress of entire
alignment. Thus, Earthwwork computations is done well when constructing sub-grade,
it should be based on economic – techniques opinion that has influence to the overall
environmental landscape on the entire alighment.
3.2.1. Earthwwork computations principles
We have to pay attention to following notes when constructing line hauls:
 Always prioritizing short transport distance before, full goods truck goes down,
the number of machines required to use is minimum;
 Ensuring the soil coordination is minimum (to ensure the requirements of
economic distances);
 Prioritizing remedy coordination to avoid digging up and pour in a different
position.
3.2.1.1. Horizontal coordination
Soil of horizontal coordination is switched entirely to embankment part with
horizontal alignment includes excavation and embankment. We always prioritize
horizontal coordination first because the width of horizontal alignment is small,
horizontal transport distance is taken by the focus distance of the excavation and the
focus distance of the embankment.
3.2.1.2. Vertical coordination
When horizontal coordination doesn’t use all land, we must construct vertical
coordination, it means transport soil of the excavation to the embankment. If we want
this option is the most economical way, we have to coordinate so that the total costs of
the excavation and soil transportation is minimum compared to the other options. Only
vertical coordination of economic transportion distance is determined by the following
formula: Lkt = k(l1 + l2 + l3).
Where:

 k: The coefficient of affecting factors when the machine works to save the soil
excavation and inpouring (k = 1.1).
 l1, l2, l3: the distance of horizontal transposition of soil from excavation
foundation poured away, from soil bank to the embankment foundation
3.2.2. Execution procedure
Tabulating the spreadsheet of soil quantity under 100m post and the quantity of
soil is accumulated by each post.
From that speardsheet, charting the quantity of soil under 100m post and soil
accunmulated curve.
The results is detailed in appendix
3.3. Roadbed construction segments
Sub-grade construction segments is based on basis to ensure that the human
machinery mobilized is most convenient, economical, and also to ensure the volume of
work on the construction segment is relatively uniform help line regular construction.
Expected to select server sub-grade construction religion as follows:
 D271A bulldozer for road sections with small transport distance
 Excavators, Hyundai dump truk type 12 tons with transportation segment has
huge distances;
 144 grader to repair work completed.
 D472 self - roller compacts embankment.
So, we dived the route to 3 segments to builds:
+ Segnment I (Km 0+00  Km 2+100.00): This part has averages transport
distance is relatively short, digging depth is quite large and mainly transported waste
soil out mine… The volume of secions this is mainly due to excavators + truck
undertake. Bulldozes are also used to transport the soil with Ltb < 100m. Excavator +
truck is the mainly machinery.
+ Segnment II (Km 2+100.00  Km4+150.00): This segnments average transport
distance almost > 100m, worrking volume of excavators and truck quite bigs. Bulldozers
also used for the construction of short and cut depth is not to large. Excavator + truck is
the mainly machinery.
3.4. Calculating productivity and machine shift
3.4.1. Determing the average of transport distance
 LiVi
LTB  (m)
Vi
3.4.2. The productivity of excavators and transport truck

 The productivity of Komatsu excavators
The result is the excavator's productivity: 325.73 (m3 / shift).
 The productivity of soil transportation of 15T Hyundai
3.4.3. The productivity of D-271 bulldozer
3.4.4. Calculating the volume of base construction works
The specific tasks are:
 Horizontal distributors
 Longitudinal distributors
 Transport waste soil
 Transportation soil from the mine
The results of vertical and horizontal coordination is shown on the chart “the
volume of soil according to pile 100m” and soil accumulation chart (in the drawing
"Organizations base construction").
3.4.5. Calculating the volume and number of supporting machine shift
In addition to the main work in the base construction, the supporting activities
are:
 Compacting
 Leveling the embankment
 Paring taluy
 Ditching gutter
3.4.5.1. Compacting and leveling embankment, fixing the cutting
 Rolling and leveling embankment is used 2 main machines:
 DU8A heavy roller with productivity of 900m3/shift
 D144 grader with productivity of 850 m3/shift.
 Fixing the cutting is used D144 graders with productivity of 344 (m3/shift)
The volume of soil leveled at embankment is calculated as weight for leftover
bulldozer.
The volume of work and the necessary machine shift is calculated and tabulated
below:
Choosing subgrade construction team :

 Team I : Constructing segnment I Km0+00 ÷ Km 2+800):

Team I :
2 Excavators
2 Dump trucks 12T
2 Bulldozers
2 Heavy rollers DU8A
2 Graders
25 Workers
Construction in 21 days.
 Team II : Constructing segnment II (từ Km2+800.00 ÷ Km5+647.38)
Team II :
2 Excavator
4 Huyndai trcuks 12T
2 Bulldozers
2 Graders
30 Workers

CHAPTER 4: DESIGNING CONSTRUCTION OF DETAILS

PAVEMENTS
3.1. Pavement structure – manner of execution
Pavement is contruction using much material, the volume of works uniformly
distributed on alighment. The construction area is narrow and long, so it can not be
concentrate manpower and machine along the entire construction alignment. Therefore,
to ensure the quality of construction, improve productivity, we use construction flow
lines methods.
According to technical design documents, the structural pavement is being used
is:
Asphalt concrete 9.5 5 cm
Asphalt concrete 12.5 7 cm
Crushed aggregate base course 18 cm
Crushed aggregate subbase course 30 cm
Service conditions of the construction is quite favorable, graded aggregate is

mined in quarries in the region with transport distance is 5km. Asphalt is transported to
a construction site is 10km.
Human machine: sufficient necessary machinery, workers qualified to carry out
the construction.
4.2. Calculating the line speed
4.2.1. Based on the duration of the construction permit
Due to the request of the investor, pavement construction plan is about 54 days.
Line speed construction of the pavement is calculated by the following formula:
L
Vmin  (M / day)
(T  t1  t 2 )
Where:
 L: the length of the construction alignment: L = 5647.38 m;
 T: scheduled dates: T = 54 days;
 t1: time for developing lines: t1 = 2 days;
 t2: the number of holidays (sun, holidays, rainy days ...): t2 = 8 days;

 n: the number of shifts per day: n = 1.5.

5647.38
So: Vmin = = 112.95 (m / day).
60−2−8
4.2.2. Based on construction conditions
The workload is not too large, more mechanization.
4.2.3. Considering the possibility of the unit
Motorcycle resource is abundant, adequate capital, full supplied in all cases.
Select V = 120 (m / day).
4.3. Calculating the productivity of machines
4.3.1. Roller productivity
To compact, we use:
DU8A steel-cyclinder rooler
SV500 vibratory Roller
TS280 heavy tire Roller
(Roller layout diagram as shown in the drawing "The construction of the
pavement")
Roller productivity is calculated by following formula:
T.K t .L
Plu  = (km / shift)
L  0,01.L
.N.β
V
Where:
T: working time per shift, T = 8h.
Kt: the coefficient taking advantage of time of roller when compact
pavement, Kt = 0.9
L: Length of operation when compacting, L = 120 m.
V: working speed of roller (Km / h).
N: Total road that roller had to go, is calculated by using the formula:
n yc
N = Nck. Nht = x Nht
n
nyc: the number of compaction to vertical pavement reachs the necessary density.
n: the number of compaction effects after 1 cycle (n = 2).
Nht: the number of road that roller had to go in one cycle determined from the
roller scheme.
: effect coefficient because roller runs incorrectly ( = 1.2).

4.3.2. Truks productivity for transporting and materials

Using Dump truck 12T, transport productivity is calculated by the following
P.T.K t .K tt
formula: Pyc 
l l
 t
V1 V2
Where:
P: Truckloads, P = 12 (tons)
T: working time per shift, T = 8h
Kt: the using coefficient of time, Kt = 0.85
Ktt: the coefficient taking advantage of truckload, Ktt = 1.0
l: distance of transport, l = 5 km
t: time for scooping materials and spinning the car, put the car in contact with the
material
V1: The speed of the car when the load on the service road, V1 = 20 km / h
V2: The speed of the car when there is no load on the service road, V2 = 30 km /
h
4.4. Procedure of constructions technology.
4.4.1. Constructing road – form.
By the design of vertical construction is red vertical, so to arrange the pavement
structure, we must excavate road – form in order to construct pavement.
Table 4.1 : Volumes and number of compacting shift
Volume Productivity
Task order Machine Unit No.shift
(Km) (Km/shift)
Compacting by heavy
roller 4 time/point; DU8A Km 0.12 0.660 0.297
speed 3 Km/h
4.4.2. Construction of pavement layers

a. Constructing grade aggregate type II:
Because of the subbase course has a thickness of 60 cm, so we organized the
construction to 2 layers: under layer is 15 cm, above layers is 15cm.

Table 4.2 : The volume of grade aggregate type II

The volume after The volume to
Compacting
Layers compacting 120m construct 120m
depth(cm)
(m3) (m3)
Under layer 15 156.6 219.24
Aggregate
type II Above layer 15 156.6 219.24
The transport productivity of truck is 131.66 T/ca

1600
The productivity of supper 1600 spreader is :  888.89 (m 3 /ca)
1.8
Table 4.3 :Construction sequences of aggregate type II
No Desciptions
1 Transporting materials to constructions site

2 Laying aggregated type II 18cm depth
3 Compacting by roller D469A, 4 time/poinr, V= 2.5Km/h
4 Compacting by roller SV500 8 time/point; V= 3.5Km/h
5 Compacting by rubber-tired roller TS280 20 time/point , V = 4.5 Km/h
7 Laying aggregated type II 18cm depth
9 Compacting by roller SV500 8 time/point;; V= 3Km/h
10 Compacting by rubber-tired roller TS280 20 time/point, V = 4.5 Km/h
b. Constructing grade aggregate type I:
B= 8.4 m, h= 17 cm, L = 130m
Table 4.5 : : The volume of grade aggregate type I
The volume
Compacting The volume to construct
Layers after compacting
depth(cm) 130m (m3)
130m (m3)
Aggregate
17 185.64 263.61
type I

Table 4.6: Construction sequences of aggregate type I
No Desciptions

2 Laying aggregated type I 17cm depth
4 Compacting by roller SV500 8 time/point; V= 2.5Km/h
5 Compacting by rubber-tired roller 24 time/point , V = 4 Km/h
6 Compacting by heavy roller DU8A 4 time/point, V = 3 Km/h
7 Constructing tack coats 1Kg/m2
c. Constructing asphalt concrete layers
The volume of plastic for a construction segment: 1.0x8x450 = 2880 kg
 The volume of asphalt concrete 19 thick of 6cm needed to provide for
construction segment is:
14.24
450  8  = 512.64 (tons)
100
 The volume of asphalt concrete 12.5, 4cm of thick
9.696
450  8  = 349.06 (tons)
100

Table 4.7 : Construction sequences of asphalt concrete layers
No Description
1 Constructing prime coats

2 Transporting AC 19
3 Laying AC 19 layer
4 Compacting 4 time/point; V= 2.5Km/h
5 Compacting by rubber-tired roller 10 time/point; V= 3.5 Km/h
6 Compacting by steel wheel roller 4 time/point; V= 3 Km/h
7 Transporting AC 12.5
8 Laying AC 12.5 layer
9 Compacting 4 time/point; V= 2.5Km/h
10 Compacting by rubber-tired roller 10 time/point; V= 4Km/h
11 Compacting by steel wheel roller 4 time/point; V= 3.5 Km/h
4.4.3. Establishing the pavement construction teams
Pavement construction teams as follows:
Constructing the base and subbase layers:
+ 20 HUYNDAI trucks 12 tons
+ 2 SUPPER 1600 spreaders
+ 2 rollers D469A
+ 2 rollers SV500
+ 2 rollers TS280
+ 2 rollers DU8A
+ 30 labors
Constructing the asphalt layers:
+ 2 rollers D469A
+ 2 rollers TS280
+ 2 rollers DU8A
+ 1 paver D164A
+ 30 labors

CHAPTER 4
GENERAL PROCEDURE ON ALIGNMENT
It is expected that the construction began on 04/2017 and completed within 04
months.
Construction alignment: based on the slope of the terrain we choose construction
alignment from the end to the first alignment because the uphill segment has a smaller
slope, easy to fix and near machine mine.
Thus, to constructing works, entire construction machiner is divided into the
following teams:
4.1. Do preparation works
Work: building sheds, temporary roads, restore piles, displacement piles out of
the scope of construction, deforestation, cutting trees, clearing the ground construction;
Equipment, machinery, manpower:
Preparation teams included :
2 Bulldozers D271A.
1 Theodolite Theo20 .
1 Gradienter NIVO30.
30 workers
Construction in 7 days
4.2. Constructing culvert
Team I : Constructing segnment I Km0+00 ÷ Km 2+800):
2 Excavators
2 Dump trucks 12T
2 Bulldozers
2 Graders
25 Workers
Team II : Constructing segnment II (từ Km2+800.00 ÷ Km5+638.47)
2 Excavators
2 Bulldozers
2 Graders
30 Workers
4.3 Subgrade construction team
 Team I : Constructing segnment I Km0+00 ÷ Km 2+100) and segnment III (Km
4+150.00  Km4+853.51):
3 Excavator
1 Bulldozer
1 leveling machinary
50 labors
Building in 27 days.
 Team II : Constructing segnment II (từ Km2+100.00 ÷ Km4+150.00)
1 Excavator
2 Bulldozers
1 Heavy roller DU8A
2 leveling machinary
Building in 25 days.
4.4 Pavement construction team
Constructing the base and subbase layers:
+ 2 rollers D469A
+ 2 rollers SV500
+ 2 rollers TS280
+ 2 rollers DU8A
+ 30 labors
Constructing the asphalt layers:


+ 2 rollers D469A
+ 2 rollers TS280
+ 2 rollers DU8A
+ 1 paver D164A
+ 30 labors
4.5 Finishing team
Work: cleaning up tasks, grass, setting up signs
Equipment:
1 Dump truck 12Y
5 workers and rudimentary tools;
Duration: 7 days.

TABLE OF CONTENT
PREFACE ............................................................................................................1
PART I ................................................................................................................ 3
PRELIMINARY DESIGN ................................................................................ 3
CHAPTER 1: GENERAL INTRODUCTION ....................................................4
1.1. Overview. ......................................................................................................4
1.2. Object, research scope and implementation organization of the project. .....4
1.3. Basis for establishing the project ..................................................................4
1.4. Natural characteristics, socio-economic situation .........................................6
CHAPTER 2: DETERMINE THE TECHNOLOGY FACTORS OF
ALIGNMENT ...............................................................................................................13
2.1. Based design ................................................................................................ 13
2.2. Determine road level and technology factor ...............................................14
Table 2.1 : Volume types of vehicle ..................................................................14
CHAPTER 3: ALTERNATIVE ROUTES ON THE ALIGNMENT................32
3.1. Overal design. ............................................................................................. 32
3.2. Principles for alignment selection ............................................................... 33
3.3. Calculating the horizontal curve factors .....................................................34
3.4. Design Results ............................................................................................ 34
CHAPTER 4: DRAINAGE SYSTEMS DESIGN ............................................35
4.1. Culvert design procedure ............................................................................35
4.2. Calculating culvert aperture ........................................................................35
CHAPTER 5: HORIZONTAL ALIGNMENT DESIGN .................................37
5.1. General controls for vertical alignment ......................................................37
5.2. Arrange vertical curve in profile .................................................................37
5.3. Combination of horizontal and vertical curve.............................................38
5.4. Cross – sections designs ..............................................................................40
5.5. Calculating earthworks volume ..................................................................40
CHAPTER 6: TRANSPORT BUSINESS INDICATORS ............................... 42

6.1. Theortical transport vehicles speeds diagrams............................................42

6.2. Average speeds and vehicles running time on alignment ..........................44
6.3. The fuel consumption ..................................................................................45
CHAPTER 7: FLEXIBLE PAVEMENT STRUCTURE DESIGN..................46
7.1. Pavement structure and requirement ...........................................................46
7.2. Basic Input Data ..........................................................................................46
7.3. Flexible pavement structure design ............................................................. 48
7.4. Selecting foundations ..................................................................................51
7.5. Calculating and checking strength of structure by elastic surface deflection
specification. ..................................................................................................................54
7.6. Calculating and Checking against sliding conditions of pavement ............55
7.7. Calculation and checking tensile and flexural flailure condition ................56
CHAPTER 8: TECHNICAL AND ECONOMIC EVALUTION TO CHOOSE
INVESTMENT OPTIONS ............................................................................................ 60
CHAPTER 9: TOTAL CONSTRUCTION INVESTMENT AMOUNT .........63
9.1. Base of determining total construction investment amount. .......................63
9.2. Element of total construction cost amount. .................................................64
9.3. Result ...........................................................................................................65
CHAPTER 10: ANALYSING ECONOMIC OF CHOSEN ALTERNATIVE 66
10.1. Assume origional alternative: ................................................................ 66
10.2. Determine net present value NPV: ............................................................ 66
10.3. Determine benefit – cost ratio (BCR). ......................................................67
10.4. Determine internal rate of return (IRR). ...................................................68
10.5. Determine payback period. .......................................................................68
10.6. General conclusion: ...................................................................................68
CHAPTER 11: ENVIRONMENTAL EVALUATION OF THE ROAD .........69
11.1. Purpose. .....................................................................................................69
11.2. Environmental effects of project construction and operation ...................70
11.3. Solutions to overcome the negative effects of the project on the
environment ...................................................................................................................71
PART II ............................................................................................................. 74
ENGINEERING DESIGN............................................................................... 74
CHAPTER I: INTRODUCTION ...................................................................75
1.1. Project introduction .....................................................................................75
1.2. Project base .................................................................................................75
1.3. Characteristic of design route area .............................................................. 75
CHAPTER II: HORIZONTAL ALIGNMENT DESIGN .............................. 77
2.1. Preparing .....................................................................................................77
2.2. Route survey................................................................................................ 77
2.3. Horizontal alignment design .......................................................................78
2.4. Calculation of Clothoide spiral curves. .......................................................78
CHAPTER III : DESIGN PROFILE AND CROSS-SECTION ........................81
3.1. Profile ..........................................................................................................81
3.2. Design cross section ....................................................................................83
3.3. Calculating earthwork volume ....................................................................85
CHAPTER IV: DETAIL DESIGN OF CULVERT C2 ....................................86
4.1. Input data .....................................................................................................86
4.2. Calculate volume .........................................................................................86
4.3. Calculate natural depth of flow ...................................................................87
4.4. Determine water level before culvert, demarcation grade, velocity of flow in
culvert and lower section. .............................................................................................. 88
4.5. Upper section reinforcement .......................................................................90
4.6. Lower section reinforcement.......................................................................90
PART III ........................................................................................................... 92
CONSTRUCTION DESIGN ........................................................................... 92
CHAPTER I: PREPARING WORK .............................................................. 93
1.1. Construction materials and side -testing equipments ..................................93
1.2. Construction ground prepareation works ....................................................93
CHAPTER 2: BUILDING CONSTRUCTION ON ALIGNMENT .................96
2.1. Construction procedure for one culvert ......................................................96
2.2. Calculating the culvert installation transport productivity..........................97

2.3. Calculating the quantity of excavation pit and the number of work shift. ..98
2.4. Foundation, construction and reinforcement operation. ............................. 98
2.5. Determining the quantity of water room, joints .........................................98
2.6. Determine the quantity of embankment on culvert .....................................98
2.7. Statistics construction work and a team works construction. .....................98
CHAPTER 3: DESIGNING ROADBED CONSTRUCTION ........................100
3.1. General introduction..................................................................................100
3.2. Designing the line hauls ............................................................................100
3.3. Roadbed construction segments ................................................................101
3.4. Calculating productivity and machine shift ..............................................101
CHAPTER 4: DESIGNING CONSTRUCTION OF DETAILS PAVEMENTS
.....................................................................................................................................104
3.1. Pavement structure – manner of execution ...............................................104
4.2. Calculating the line speed .........................................................................104
4.3. Calculating the productivity of machines .................................................105
4.4. Procedure of constructions technology. ....................................................106
CHAPTER 4 .....................................................................................................110
GENERAL PROCEDURE ON ALIGNMENT ...............................................110
TABLE OF CONTENT ...................................................................................113


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National University Of Civil Engineering Highway And Traffic Engineering

Bridge and Road Faculity Graduation Project - Description

Lecturer: Dr.Dinh Van Hiep Page 1

THE REMARK OF LECTURER

Dr.Dinh Van Hiẹp

Lecturer: Dr.Dinh Van Hiep Page 2

Lecturer: Dr.Dinh Van Hiep Page 3

CHAPTER 1: GENERAL INTRODUCTION

- Road Survey Procedure 22TCN27-263-2000 [12]

1.4. Natural characteristics, socio-economic situation

Lecturer: Dr.Dinh Van Hiep Page 6

Lecturer: Dr.Dinh Van Hiep Page 7

Lecturer: Dr.Dinh Van Hiep Page 8

Lecturer: Dr.Dinh Van Hiep Page 9

1.4.2. Population and labor.

Lecturer: Dr.Dinh Van Hiep Page 10

Economic structure in 2016 of Quang Binh province

Agriculture, forestry and fishery Industry Service

Lecturer: Dr.Dinh Van Hiep Page 11

Lecturer: Dr.Dinh Van Hiep Page 12

CHAPTER 2: DETERMINE THE TECHNOLOGY FACTORS

Lecturer: Dr.Dinh Van Hiep Page 13

2.2. Determine road level and technology factor

Percentage PCU equivalent

So the total number of equivalence car is :

Lecturer: Dr.Dinh Van Hiep Page 14

- V: design speed V= 60 km/h

Lecturer: Dr.Dinh Van Hiep Page 15

-  : longitudinal coefficient of friction, in favourable concision  = 0.7

Lecturer: Dr.Dinh Van Hiep Page 16

According to [1], with the 60km/h design speed we have Z=0,77

Based on terrain condition, economic-social plans and according to [1]

Figure 1.2.1: Determine the lane width

Figure 1.2.2: Determine the lane width

Figure 1.2.3: Determine the lane width

Calculate for Volga car : b = 1.54m , c = 1.22m , V= 80Km/hr

Figure 1.2.4: Determine the lane width

Lecturer: Dr.Dinh Van Hiep Page 19

2.2.5. Technology factor of route

Lecturer: Dr.Dinh Van Hiep Page 20

Table 2.3 : Determine idmax follow tractive force condition

Passenger car Light truck Medium truck Heavy truck

Dmax 0.08 0.04 0.04 0.05

f=fv 0.022 0.022 0.022 0.022

imax=D-fv 5.8% 1.8% 1.8% 2.8%

b, Determine maximum grades base on adhesive force

B 1.8 2.29 2.385 2.65

H 1.61 2.13 2.18 2.43

F(m2) 2.32 4.39 4.68 5.8

k 0.026 0.058 0.061 0.069

Pw (Kg) 16.692 70.509 79.045 110.740

Lecturer: Dr.Dinh Van Hiep Page 22

 0.3 0.3 0.3 0.3

G (Kg) 1280 7400 9525 14225

Gk (Kg) 640 5600 6950 10000

D’ 0.137 0.217 0.211 0.203

f 0.022 0.022 0.022 0.022

ibmax(%) 11.5% 19.5% 18.9% 18.1%

Table 2.5 : Sum of idmax

idmax (%) 5.8% 1.8% 1.8% 2.8%

D 0.092 0.092 0.092 0.092

2.2.5.2. Determining sight distance

Lecturer: Dr.Dinh Van Hiep Page 23

Figure 1.2.5 : Determine stopping sight distance