1

MINISTRY OF SCIENCE AND TECHNOLOGY

DEPARTMENT OF TECHNICAL AND

VOCATIONAL EDUCATION

CE 03017
HIGHWAY AND TRAFFIC ENGINEERING

SEMESTER II
PROBLEMS AND SOLUTIONS

B.Tech. (First Year)

Civil Engineering

PART - II
CONTENTS
Chapter (1)

Drainage and Erosion Control (Problem 1 to 3)

Chapter (2)

Highway Materials and Pavement Design (Problem 4 to 7)

Chapter (3)

Traffic Engineering (Problem 8 to 20)

Chapter (4)

Pavement Management (Problem 21 to 26)

Chapter (5)

Highway Capacity (Problem 27 to 30)

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Chapter (1)
Problem 1(a)

Article 2.2 (page 24 to 25)

Problem 1(b)

Article 2.12 (page 30 to 31)

Problem 2(a)
Article 2.10 (page 27)
Problem 2(b)

Article 2.11 (page 28 to 30)

Problem 3(a)

Drainage and Erosion Control

Problem 3(b)

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Chapter (2)

Highway Materials and Pavement Design

Problem 4
Explain briefly on the followings:
(a) Consistency of asphalt
(b) Rate of curing for asphalt
(c) Portland cement
(d) Asphalt concrete and cement concrete
Article 3.1, 3.2 and 3.3 (page 32 to 37)
Problem 5
Example 3.1 and Example 3.6
(page 42 to 43 and 49 to 50)
Problem 6
Example 3.7
(page 76 to 85)
Problem 7
Example 20.8 (page 975 to 979)
A flexible pavement for an urban interstate highway is to be designed using the
1993 AASHTO guide procedure to carry a design ESAL of 2x106. It is estimated that it takes
about a week for water to be drained from within the pavement and the pavement structure
will be exposed to moisture levels approaching saturation for 30 percent of the time. The
following additional information is available.
Resilient modulus of asphalt concrete at 68F = 450,000lb/in2
CBR value of base course material = 100, Mr = 31000 lb/in2
CBR value of subbase course material =22, Mr = 13,500 lb/in2
CBR value of subgrade material = 6
Determine a suitable pavement structure.
Solution
Mr of subgrade = 1500 CBR = 6x1500 lb/in = 9000lb/in2
Reliability level R = 99 percent (range is 80-99.9 from Table 20.16)
Standard deviation (So) = 0.49(range is 0.4-0.5)
Initial serviceability index, pi = 4.5
Terminal serviceability index, pt = 2.5
PSI = 4.5-2.5 = 2.0
Layer Coefficient,

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Resilient value of Asphalt Cement = 450,000lb/in2
a1 = 0.44
CBR of base course material = 100
a2 = 0.14
CBR of subbase course material = 22
a3= 0.10
SN = a1D1+a2D2m2+a3D3m3
By Using Figure 20.20, we obtain
SN1 = 2.6
SN2 = 3.8
SN3 = 4.4
D1= SN1 / a1 = 2.6/0.44=5.9in.
D1* = 6 in
SN1* = a1D1* = 0.44x6 = 2.64 ~2.6 O.K
D2* (SN2-SN1*)/(a2m2) ( 3.8-2.64)/(0.14x0.8) 10.36in (use 12 in)
SN2 *= 0.14x0.8x12+2.64 = 1.34+2.64 = 13.98 ~3.8 O.K
D3 *= (SN3-SN2*)/a3m3 = 4.4-(2.64+1.34)/(0.1x0.8) = 5.25 in (use 6 in)
SN3* = 2.64+1.34+6x0.8x0.1 = 4.46 ~4.4 O.K
Therefore,
Asphalt concrete surface = 6in
Granular base = 12in
Subbase = 6in

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Chapter (3)

Traffic Engineering

Problem 8 (a)
Article 4.9 (page 96)
Problem 8 (b)
Article 4.10 (page 96 to 97)
Problem 9 (a)
Article 4.11.1 (page 97)
Problem 9 (b)
Article 4.14 (page 111)
Problem 10
7. Explain briefly on the followings:
(a) Traffic Engineering
(b) Time Mean Speed and Space Mean Speed
(c) Time Headway
(d) Space Headway
(e) Intersection
Article 4.1, 4.3 and 4.6 (page 86, 87, 88 and 93)
Problem 11
Example 4.4 (page 106 to 109)
Problem 12

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Webster Method (3phase)
Circle Time, Co = 80 sec
Effective Green Time, Geff,
Geff.1 = 0.75 Geff.2
Geff.2 = Geff.3
Solution Flow,
S1 = 2800 PCU/hr
S2 = 1800 PCU/hr
Lost Time,

L = 1 sec/phase

Amber Time, A = 3 sec

Intergreen,

I = 4 sec/phase

Drews Technique
Circle Time, Co = 80 sec. (Same value of Webster method)
Lose time, k = 6 sec/phase
Amber,

A = 3sec

Headway, H = 2sec
PCU Factor =

1.0

Recalculate 3 phase signal by using Drews Technique = ?

Draw tinning diagram
Total lost time,
L = (I-A) + L
= 3(4-3)+(3x1)
= 6 sec
Co = ( 1.5 L + 5)/1-Y
80 = ((1.5 x 6) + 5)/(1-Y)
1-Y = 0.175
Y = 0.825
Geff.2 = Geff.3
Y2/Y (Co-L) = Y3/Y (Co-L)
Y2 = Y3
Similarly, Geff.1 = 0.75 Y2

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Y = Y1 + Y2 + Y3
Y2 = 0.3
Y2 = Y3 = 0.3
Y1 = 0.75Y2 = 0.75 x 0.3 = 0.225
Y1 = q1/s1
0.225

= g1/2800

q1

= 630 PCU/hr

V1 x PCU Factor =q1

V1

= q1/PCU Factor = 630/1.0 = 630 veh/hr

Y2 = q1/ s2
0.3 = q2/ 1800
q2

=540 PCU/hr

V2 = q2/ PCU Factor = 540/1.0 = 540 veh /hr.

By using Drews Technique,
Circle Time, C = (3600 x n (k-H))/(3600 H Vi)
80 = (3600 x 3 (6-2))/(3600 2 Vi)
Vi = 1530
V1 + V2 + V3 = 1530
630 + 540 + V3 = 1530
V3 = 360 veh/hr
Phase Length, P1 = ( V1CH)/3600 + (K-H)
P1 = (630 x 80 x 2)/3600 + (6-2)
P1 = 32 sec
P2 = (V2CH)/3600 + (K-H)
= (540 x 80 x 2) /3600 + (6-2)
= 28 sec
P3 = V3 CH/3600 + (K-H)
= 360 X 80 X 2/3600 + (6-2)
= 20 sec.

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Problem 13

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Solution
Given;
Drew Technique
Lost time, k = 6 sec/phase
Head way, H = 2 sec
From Timing Diagram,
Circle length, Co = 80 sec
No. of phase , n = 3
Phase Lenth, P1 = 18 sec
P2 = 50-18 = 32 sec
P3 = 80-50 = 30 sec
Amber time = 18-15 = 3 sec
Webster Method
Circle Time = same value of Drews Technique = 80 sec
Lost time, l = 1 sec/phase
Intergreen perid, I = 4 sec/phase
Amber,

A = 3sec
PCU Factor =

1.0

Y1 = Y3 = 0.3
Saturation flows, S1 = ?, S2 = ?, S3 = ?
Phase length, P1 = (V1 CH)/(3600) +(K-H)
18 = (V1 x 80x 2)/(3600) +(6-2)
V1 = 315 veh/hr
P2 = (V2 CH)/(3600) +(K-H)
32 = (V2 x 80x 2)/(3600) +(6-2)
V2 = 630 veh/hr
P3 = (V3 CH)/(3600) +(K-H)
30 = (V3 x 80x 2)/(3600) +(6-2)
V3 = 585 veh/hr
V x PCU Factor = q
q1

= V1

x PCU Factor = 315 x 1 = 315 veh/hr

q2 = V2 x PCU Factor = 630 x 1 = 630 veh/hr

q3 = V3 x PCU Factor = 585 x 1.0 = 585 veh/hr
Total lost Time, L = (I-A) + L = 3(4-3) + (3 x 1) = 6 sec

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Circle length, Co = (1.5L+5)/1-Y
80 = (1.5 x 6)+5/1-Y
Y = 0.825
Y = Y1 + Y2 + Y3
0.825= 0.3 +Y2 + 0.3
Y2 = 0.825
Y1 = q1/s1
S1 = q1/y1 = 315/0.3 = 1050 PCU/hr
S2 = q2/y2 = 630/0.225 = 2800 PCU/hr
S3 = q3/y3 = 585/0.3 = 585 PCU/hr
Problem 14(a)

No. of parking space, N = 4 space

Stall dimension = 2.5 m x 6 m
Parking angle, = ?
Sin = 2.5/d
d = 2.5/ Sin
x = y-z
Sin = y/6
Y = 6 cos
tan = 2.5/a

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A = 2.5/tan
cos = z/a
z = a cos = (cos ) 2.5/tan = (cos2 )2.5/ Sin
x = y-z = 6cos - (cos2 )2.5/ Sin
N = (12-x)/d
4 = (12- 6cos - (cos2 ) 2.5/ Sin )/( 2.5/ Sin )
By Trial & Error,
= 75
4 ~ 4.1
Parking angle of store = 75
Problem 14(b)

Solution
Parking Time allowed, hour 10 or more

2 or less

Space available

80

100

150

250

Parking duration = 1.6 hr/veh/vehicle

Parking efficiency = 100%
Max no of parking spaces = ?
Capacity of car parking = ?
Required min income = 30,0000 kyats/day min parking fee = ?
Parking supply,
P = [(NT)/D] F
= [(80 x 10) + (100 x 8) + (150 x 6) + (250 x 4) + (750 x 2) /1.6] 1.0
= 3125 vehicles

750

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Max. no of parking spaces = 3125 vehicles
(This does not mean that this number could be parked at the same time, rather that
over the study period, a total of 3125 vehicles could be accommodated.
Min. parking fee = 30,0000/3125 = 96 Kyats/veh/day
Problem 15(a)

Parking angle, = ?
Sin = 2.5/d
d = 2.5/ Sin
x = y-z
Sin = y/5.5
Y = 5.5 cos
tan = 2.5/a
a = 2.5/tan
cos = z/a
z = a cos = (cos ) 2.5/tan = (cos2 )2.5/ Sin
x = y-z = 5.5cos - (cos2 )2.5/ Sin
N = (41-x)/d
15 = 41-5.5 cos + [(2.5)/ (sin) ] cos2/(2.5)/ (sin)

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15~15.36
By trial & Error,
Parking angle of store, = 75
Problem 15(b)

= 30, stall dimension = 2.5 m x 5 m

No. of spaces = ?
Sin 30

= 2.5/d
D =5.0

X = y-z
Cos 30 = y/5
Y = 4.33
tan 30 = 2.5/a
A = 4.33
Cos 30 = z/4.33
Z= 3.75
X = y-z = 4.33-3.75 = 0.58
N = 41-0.58/5-0 = 8.2 spaces

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Therefore,
No. of parking space = 8 spaces
Problem 16(a)

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Problem 16(b)
Article 4.7 and 4.8 (page 93 to 94)
Problem 17(a)
And describe also collisions between motor vehicles.
Article 4.22 (page124 to 125)
Problem 17(b)
(page 130)
Problem 18
Article 4.17 (page115 to 117)
Problem 19

Article 4.19 and 4.20 (page122 to 123)

Problem 20(a)
Article 4.23(2) (page125 to 126)
Problem 20(b)
Which elements of information are required for accident records and research?
Table (page 135)

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Chapter (4)
Problem 21(a)

Pavement Management

20
From Graph,

Therefore,

Problem 21(b)

Using the probability matrix given in Table 22.5, determine the condition of the network in
year 1.

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22

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Problem 22(a)

Solution

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Problem 22(b)

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Problem 23
a) What is the difference between PSI and PSR?
b) What are the three principal uses for pavement condition data?
Solution
a) What is the difference between PSI and PSR?
PSR is a number grade given to a pavement section based on the ability of that
pavement to serve its intended traffic. The PSR rating is established by observation and
requires judgment on the part of the individual doing the rating. A panel of raters drove on
each test section and rated the performance of each section on the basis of how well the road
section would serve if the rater were to drive his or her car over a similar road, all day long.
The ratings range between 0 and 5, with 5 being very good and 0 being impassable.
Serviceability ratings are based on the users perception of pavement performance and are
determined from the average rating of a panel of road users.
PSI is a value for pavement condition determined as a surrogate for PSR and is based
on physical measurements. PSI is not based on panel ratings. The primary measure of PSI is
pavement roughness. The PSI is an objective means of estimating the PSR which is
subjective.
The performance of a pavement can be described in terms of its PSI and traffic
loading over time, as is illustrated in Figure 22.3. For example, when a pavement is originally
constructed, it is in very good condition with a PSI value of 4.5.then as the number of traffic
loadings increases, the PSI decline to a value of 2.which is normally the minimum acceptable
range. After the pavement section is rehabilitated, the PSI value increases to 4; as traffic
loads increase, the PSI declines again until it reaches 2 and rehabilitation is again required.
Solution
b) What are the three principal uses for pavement condition data?
Pavement condition data are used for the following purposes:
Establishing Project Priorities: The data on pavement condition are used to establish the
relative condition of each pavement and to establish project priorities. There are several
methods of data acquisition, and each state selects that combination of measures it considers
most appropriate.

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Establishing Options: Pavement condition data can be used to develop a long-term
rehabilitation program. Data about pavement condition, in terms of type, extent, and severity,
are used to determine which of the available rehabilitation options should be selected.
Forecasting Performance: By use of correlations between pavement performance indicators
and variables such as traffic loadings, it is possible to predict the likely future condition of
any given pavement section. This information is useful for preparing long-range budged
estimates of the cost to maintain the highway system at a minimum standard of performance
or to determine future consequences of various funding levels.
Problem 24
Describe the pavement roughness (rideability) and pavement deflection
(structural failure) to evaluate whether a pavement should be rehabilitated.
Solution
Pavement Roughness (Rideability)
Pavement roughness refers to irregularities in the pavement surface that affect the
smoothness of a ride. The serviceability of a roadway was initially defined: two terms, (1)
present service ability rating (PSR), and (2) present serviceability index (PSI).
PSR is a number grade given to a pavement section based on the ability of that
pavement to serve its intended traffic. The PSR rating is established by observation and
requires judgment on the part of the individual doing the rating. A panel of raters drove on
each test section and rated the performance of each section on he basis of how well the road
section would serve if the rater were to drive his or her car over a similar road, all day long.
The rating range between 0 and 5 with 5 being very good and 0 being impassable.
Serviceability ratings are based on the users perception of pavement performance and are
determined from the average rating of a panel of road users.
PSI is a value for pavement condition determined as a surrogate for PSR and is based
on physical measurements. PSI is not based on panel ratings. The primary measure of PSI is
pavement roughness. The PSI is an objective means of estimating the PSR which is
subjective.
The performance of a pavement can be described in terms of its PSI and traffic
loading over time. For example, when a pavement is originally constructed, it is in very good
condition with a PSI value of 4.5.then as the number of traffic loadings increases, the PSI
decline to a value of 2.which is normally the minimum acceptable range. After the pavement

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section is rehabilitated, the PSI value increases to 4; as traffic loads increase, the PSI declines
again until it reaches 2 and rehabilitation is again required.
Pavement deflection (structural failure)
The structural adequacy of a pavement is measured either by nondestructive means,
which measure deflection under static or dynamic loadings, or by destructive tests, which
involve removing sections of the pavement and testing these in the laboratory. Structural
condition evaluations are rarely used by state agencies for monitoring network pavement
condition, due to the expense involved. However, nondestructive evaluations, which gather
deflection data, are used by some agencies on a project basis for pavement design purposes
and to develop rehabilitation strategies.
Nondestructive structural evaluation is based on the premise that measurements can
be made on the surface of the pavement and that from these measurements in situ
characteristics can be inferred about the structural adequacy of the pavement. The four basic
nondestructive test methods are (1) measurements of static deflection, (2) measurements of
deflections due to dynamic or repeated loads, (3) measurements of deflections from a falling
load (impulse load), and (4) measurements of density of pavement layers by nuclear
radiation, used primarily to evaluate individual pavement layers during construction.
Deflection data are used primarily for design purposes and not for pavement management.
Problem 25
Describe the pavement distress (Surface condition) and skid resistance (safety) to
evaluate whether a pavement should be rehabilitated.
Solution
Pavement Distress (Surface condition)
Pavement distress refers to the condition of a pavement surface in terms of its general
appearance. A perfect pavement is level and has a continuous and unbroken surface. In
contrast, a distressed pavement may be fractured, distorted, or disintegrated. These there
basic categories of distress can be further subdivided. For example, fractures can be seen as
cracks or as spalling (Chipping of the pavements surface ). Cracks can be further described as
generalized, transverse, longitudinal, alligator, and block. Pavement distortion may be
evidenced by ruts or corrugation of the surface. Pavement disintegration can be observed as
raveling (loosening of pavement structure), stripping of the pavement from the subbase, and

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surface polishing. The type of distress data collected for flexible and rigid pavements vary
from one state to another.
Most agencies use some measure of cracking in evaluating the condition of flexible
pavements. The most common measures are transverse, longitudinal, and alligator cracks.
Distortion is usually measured by determining the extent of rutting, and disintegration is
measured by the amount of raveling. For bituminous pavements, the items observed are
corrugations, alligator cracking, raveling longitudinal cracking , transverse cracking, and
patching. For Portland cement concrete the measures are cracking, raveling joints spalling,
faulting, and patching.
Pavement sections of about 300 ft often are randomly selected to represent each mile
of road. Measurements are usually made on a regular schedule about every 1-3 yr. After the
data are recorded the results are condensed into a single number, called a distress (or defect)
rating (DR). A perfect pavement usually is given a score of 100; if distress is observed, points
are subtracted. The general equation is
DR = 100 - di wi
where
di = the number of points assigned to distress type i for a given severity and frequency
n = number of distress types used in rating method
wi = relative weight of distress type i
Skid Resistance (safety)
The principal measure of pavement safety is its skid resistance. Other elements
contributing to the extent in which pavements perform safety are rutting (which causes water
to collect that creates hydroplaning) and adequacy of visibility of pavement markings.
Skid-resistance data are collected to monitor and evaluate the effectiveness of a
pavement in preventing or reducing skid- related accidents. Skid data are used by highway
agencies to identify pavement sections with low skid resistance, to develop priorities for
rehabilitation, and to evaluate the effectiveness of various pavement mixtures and surface
types.
The coefficient of sliding friction between a tire and pavement depends on factors
such as weather conditions pavement texture, tire condition, and speed. Since skidding
characteristics are not solely dependent on the pavement condition, it is necessary to

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standardize testing procedures and in the way eliminate all factors but the pavement. The
basic formula for friction factors f is
F = L/N
Where
L = lateral of frictional force required to cause two surfaces to move tangentially to
each other
N = force perpendicular to the two surfaces
A skid number (SK),
SK = 100f
Skid resistance data typically are not used in developing rehabilitation programs.
Rather they are used to monitor the safety of the highway system and to assist in reducing
potential accident locations.
Rehabilitation Strategies
Pavement rehabilitation strategies can be categorized in a variety of ways. One
approach is in terms of the problem being solced, such as skid resistance, surface drainage,
unevenness, roughness, or cracking. Another approach is in terms of the type of treatment
used, such as surface treatment, overlay, or recycle. At third approach is in terms of the type
of surface that will result from the process, such as asphalt overlay, rock seal coat, or liquid
seal coat. The latter approach is the most commonly used because it enables the designer to
consider each maintenance alternative in terms of a final product and then select the most
appropriate one in terms of results desired and cost.
Problem 26
a) Differentiates between corrective and preventive rehabilitation techniques. Cite three
examples of surface treatments in each category. What is the best preventive
technique for surface maintenance?
b) What is meant by the term pavement rehabilitation management? Describe three
strategies used by public agencies to develop restoration and rehabilitation programs.
Solution
a) Differentiates between corrective and preventive rehabilitation techniques. Cite three
examples of surface treatments in each category. What is the best preventive
technique for surface maintenance?

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Preventive strategies for pavement surfaces include fog-seal asphalt, rejuvenators,

joint ceiling, seal coats (with aggregate), and a thin blanket.
Patching is always considered to be corrective and can be effective if properly done.
Many patching materials are available. Overlays are both corrective and preventive and
considered to be and effective technique. Surface treatments can be either preventive or
corrective and are considered an effective means of maintaining roads on a regular basis.
Another method of describing pavement rehabilitation alternatives is to tabulate the
possible types of deficiencies and show the most appropriate treatment. Abrasion, bleeding,
corrugation,

etc. are repair method for flexible and rigid pavements. In terms of severity

(moderate of severe) and whether the repair is considered temporary or permanent. For
example, for flexible pavements alligator cracking is repaired by removal and replacement of
the surface course, by permanent or scarifying and by mixing the surface materials with
asphalt.

PREVENTIVE

CORRECTIVE

.FOG SEAL ASPHALT

.PATCHING

.REJUVENATORS

.CRACK FILING

.JOINT SEALING

JOINT SEALING

.SEAL COAT

SEAL COAT

(WITH AGGREGATE)

(WITH AGGREGATE)

"THIN BLANKET"

.FRICTION COURSE
.GROOVING
"THIN BLANKET"
.SURFACE RECYCLING
COLD PLANING
.ORAINAGE

Solution
b) What is meant by the term pavement rehabilitation management? Describe three
strategies used by public agencies to develop restoration and rehabilitation programs.

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Rehabilitation management, which is defined as any improvement made to an existing
pavement after initial construction excluding improvements to shoulders (that, is widening or
surfacing) or bridges (which is a topic more appropriate to structural design). Pavement
rehabilitation can be both preventive and corrective.
Pavement rehabilitation strategies can be categorized in a variety of ways. One
approach is in terms of the problem being solved, such as skid resistance, surface drainage,
unevenness, roughness, or cracking. Another approach is in terms of the type of treatment
used, such as surface treatment, overly, or recycles. A third approach is in terms of the type
of surface that will result from the process, such as asphalt overlay, rock seal coat, or liquid
seal coat. The latter approach is the most commonly used because it enables the designer to
consider each maintenance alternative in terms of a final product and then select the most
appropriate one in terms of results desired and cost.

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Chapter (5)
Problem 27(a)

Highway Capacity

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Problem 27(b)

Number of lanes for levelof service C = 4 lanes

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Problem 28(a)
How to define Levels of Service for basic freeway sections.
Solution
Level of Service

Maximum Density

less than or equal 10pc/mi/ln

less than or equal 16pc/mi/ln

less than or equal 24pc/mi/ln

less than or equal

less than or equal

less than or equal
less than or equal
less than or equal

32pc/mi/ln
43.6pc/mi/ln (70-mph free-flow speed)
44.3pc/mi/ln(65-mph free flow speed)
45.1pc/mi/ln (60-mph free-flow speed)
46.0pc/mi/ln (55mph free-flow speed)

Exceeds corresponding limit for LOS E

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Problem 28(b)

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Problem 29

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Problem 30

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