Group 12

Contents
1. Introduction .................................................................................................................................... 1
2. Problem parameters ....................................................................................................................... 2
3. Design procedure and Design proposal .......................................................................................... 4
Geometric Design................................................................................................................................ 4
Hydraulic design .................................................................................................................................. 6
Proposed pavement design ................................................................................................................ 7
Proposed cut and fill volumes............................................................................................................. 9
Slope Stability.................................................................................................................................... 10
Proposed slope stability techniques ................................................................................................. 11
4. Important characteristics considered ........................................................................................... 12
5. Feasibility study............................................................................................................................. 13
6. Additional factors considered ....................................................................................................... 15
Social Survey ..................................................................................................................................... 15
Land acquisition ................................................................................................................................ 16
Environmental impact....................................................................................................................... 16
Annex .................................................................................................................................................... 18

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1. Introduction
The project is about renovation of the A5 road which is the path that connects Peradeniya
and Chenkalady. This highway road passes through the Geli-Oya, Gampola, Pussellawa,
Nuwara Eliya, Badulla, Passara, Lunugala, Bibile, Maha-Oya, and Karadiyanaru to reach
Chenkalady and length of the road is 276 km. Our project had from 143 km to 144 km. It is
the only “A” class road that connects the Central Province and the Eastern Province. So it is
important to renovate this A class road.

FIGURE 1 -SECTION 3 - PART OF ROAD FOR REHABILITATION

The aims of this project was to reduce travelling time and improve travelling time reliability
for long distance traffic, reduce the traffic congestion as much as possible, boost economic
growth by investing in roads to relieve congestion and improve road safety, and reduce the
accidents as much as.
During reconnaissance survey we observed houses, shops, temples hospitals, tea plantation
drainages, culverts, bridges, by roads and elevated lands which were close to the road. There
were Buddhist and Hindu temples along the road, which can’t let to be damaged during the
renovation.
During the renovation of this road, we will have to face problems as it was located in the hilly
terrain area and there were lots of places that will have to be cut and fill while widening the
road. During the cut and fill there might be landslides. The existing road was not capable to
carry two vehicles in parallel at a time, especially in bends. The vehicle travelling in one
direction should wait to give way to the vehicle travelling in the opposite direction. So during
the construction it will not be possible to close one path and use the other path to travel in
both direction. And also it will take high cost to create a temporary road as cut and fill have
to be done. So it is better to widen the existing road by cutting or filling and then close one
path and use the other path to travel in both direction but one at a time.

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2. Problem parameters
Major and minor existing problems and impacts due to those issues were identified during
the traverse and details surveying of the road that are insufficient width of the road, limited
sight distance, poor visibilities, critical horizontal curves, poor drainage system, damaged
asphalt cover, poor safety measures provided (herb, barrier blocks, road signals and signs and
road marks), unsafe cut slope (steep slope), no pavement, no parking for vehicles provided
and etc.

FIGURE 2 – INSUFFICIENT ROAD WIDTH FIGURE 3 - LIMITED STOPPING SIGHT DISTANCE AND POOR
VISIBILITIES IN HORIZONTAL CURVES

FIGURE 4 – CRITICAL HORIZONTAL CURVES

FIGURE 5 - UNSAFE SLOPE

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FIGURE 7 – INSUFFICIENT SHOULDER AND PARKING SPACE

FIGURE 6 – ABSENCE OF ROAD SAFETY SIGNS AND TRAFFIC
LIGHTS

FIGURE 8 – POOR DRAINAGE

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3. Design procedure and Design proposal

Geometric Design
We considered the dimensions of the road, layout of visible features of the highway under
this section. All the possible steps were taken to optimize the efficiency in traffic with
maximum safety under reasonable cost. This can be divided to three main categories such
that elements of both cross sections, vertical and horizontal alignments. The geometric design
of the road is mainly influenced by the design speed. In our case the design speed is 40 km/h.
1) New cross section
When we were designing the new road we considered carriage way, shoulder and drainage
system.
 Carriage way: - We have designed the width of the lane width is 3.1 m.
 Shoulders: - The width of the shoulder is 1m
 Drainage system: - The width of the drain is 0.6 m.

FIGURE 9

2) Horizontal alignment
It is essential to establish the proper relation between design speed and curvature. Horizontal
alignment and its design speed should be consistent with other design features and topology.
The minimum radius of the curve is given by the following equation.
𝑉2
𝑅𝑚𝑖𝑛 =
127(𝑒𝑚𝑎𝑥 + 𝑓𝑚𝑎𝑥)
Where,
V- Design speed = 40kmph
emax - maximum super elevation = 10 %( Mountainous terrain with open area)
fmax - maximum side friction = 0.19
𝑅𝑚𝑖𝑛 = 402
127(0.1 + 0.19)
= 43.44m ≈ 45m
We have designed our proposed road for minimum radius of 45m.

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3) Vertical alignment
The vertical alignment of the road means profile of the road. Vertical alignment should be
designed well otherwise there may be visibility issues and the performance of the road mainly
depends on this. The vertical alignment of the road depends on the design speed, type of
terrain, horizontal alignment, vertical clearances etc. The vertical curves are omitted when
the change in gradient is small. If there is significant change in gradient the vertical curve
should be provided. Under the vertical alignment design we have considered the following.
i. Gradient
Maximum gradient of the proposed road is 10%
The longitudinal gradients of kerb and channel should not be flatter than 0.3%
Critical length for satisfactory level of service of the proposed road is 135m.

ii. Vertical curves

Normally vertical curves are assumed as parabola shape. It is specified by the length of the
curve required for a grade of 1 %.
𝐿
𝐾= 𝐴
Where
K – The length required for 1% change of grade
L – The length of vertical curve
A – Change in grade
4) Lateral clearances
Lateral clearance depends on the stopping sight distance. The lateral clearance is calculated
by the following equations.

Cos (δ) = (R – m) / (R – 2n)

S = 2δ (R – n)
Where,
R=Radius of the road =45m
n=Half of the width of the lane
S= Sight distance measured along
the curve.
δ=Half the angle subtended by the
line of sight.
n=3.1/2 =1.55
S=50m
m=3.1m
5) Stopping sight distance
We have to pay more attention in
stopping sight distance when FIGURE 10
designing the road. Many
accidents occur due to the lack of the stopping sight distance. Many factors have to be
considered to decide the stopping sight distance. Those factors are design speed, reaction
time of drivers and the condition of the road.
For a 40 km/h speed on a bituminous road pavement
trv v2
Stopping sight distance = +
3.6 254( − 0.01G)

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Where,
tr= perception/reaction time =2.5s
V = design speed = 40km/hr
μ = coefficient of longitudinal friction = 0.38 (for speed of 40km/hr)
G = longitudinal grade as a percentage = 8 (for mountainous terrain A class road)
Therefore,
Stopping side distance,
SSD = (2.5∗40/3.6) + 402/(254(0.38−0.01∗8))
= 44.78 m
Therefore, at any given point of the road minimum sight distance of 45m should be
maintained.
From the speed survey it was observed that the average speed of the vehicle was 24.6 km/h
during almost the time. The speed of the vehicle is not considerably changed with the time.
Therefore the geometric design plays a major role in designing.

Hydraulic design
In our section of the road there were two main bridges to facilitate the water flow across the road.
Of them, one was already rehabilitated and widened when the survey was done. The other was
under construction for rehabilitation. Therefore we do not propose designs for those two areas.
Flow rate through the culvert (from the selected catchment area) :
𝑄=𝐶𝐼𝐴𝐾;
C: Runoff coefficient
I: Rainfall intensity (mm/h)
A: Catchment area (sq.km)
K=3.6 (constant)

Runoff Coefficient (C)

Character of surface- residual soil
C= 0.15-0.2= 0.2 (using the table: for steep slope 7%)
∴ C= 0.2
Rainfall Intensity (I)
Return period= 25 years (for design of culverts and small bridges)
I.D.F. equation for return period of 25 years. (From table)
I = 4796 (T+50)-0.83562
T: Time of concentration
FIGURE 11 – DIAMETER OF THE
T= 𝐿60𝑉+ t0 where, L= length of the longest watercourse (m)
HUME PIPE
t0= 15min V= velocity of flow (m/s)
t0 = overland flow time
Average gradient > 6% , so V= 1.5 m/s
Since the adequate details about the catchment areas and the
annual rainfall in the area was not available a typical culvert
design is proposed for the hydraulic design of the structure.

FIGURE 12

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Proposed pavement design

According to the traffic survey carried out, peak traffic flow was considered in the case of designing
pavement. All the vehicles are categorized into 4 categories whilst number of motorbikes, three-
wheelers, cars was neglected as there is no significant impact due to them.
Considering the traffic survey, number of vehicles moving towards Badulla was greater than number
of vehicles travelling towards Passara. Peak hour traffic flow towards Badulla was used to carry out
calculations.
Design life was taken as 20 years and daily traffic flow was taken as 10 times of peak hour traffic.
Pavement design is based on Road Note 31.
Sample calculation
Type of vehicle - bus
Peak hour traffic caused by buses =14
Daily traffic (DT) = 14*10= 140
Design life (n) = 20 years
Growth factor (r) for buses = 5%
((1+r)𝑛 −1)x365x DT
Estimated traffic for 20 years =
𝑟
Equivalent Standard Axle (ESA)= 0.132
Avg. axle load for year (Pi) = Estimated traffic for 20 years x ESA
= 1689670.255 x 0.1317
=222529.573 esa
Cumulative number of standard axel
TABLE 1
Type of Peak hour Daily Growth Estimated ESA Number of
vehicle traffic traffic factor Traffic for constant standard
20 years axel
Van 10 100 0.05 1206907.325 0.0116 14000.125
Bus 14 140 0.05 1689670.255 0.1317 222529.573
Light 7 70 0.05 844835.1273 0.0006 506.901
Goods
Vehicles
Heavy 9 90 0.05 1086216.592 3.4422 3738757.51
Goods
Vehicles
Cumulative number of standard axel 3975794.109
esa

Cumulative number of standard axel = 3.976 x 106 esa

Hence, Traffic class: T5 (Road Note 31)
Californian Bearing Ratio (CBR) = 8%
Hence, Subgrade strength class: S4 (Road Note 31)
Using traffic class and strength class, thickness of the pavement was obtained. (Road Note 31, Chart
5: Granular Road Base/ Structural surface)

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Though Granular Road/ Structural surface was selected, there was no detail related traffic class T5.
So proposed pavement design is based on T6 and it is indicated in figure 13.

FIGURE 13

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Proposed cut and fill volumes

TABLE 2
Chainage Cut Area ( square metre ) Fill Area ( square metre )
0 0.31 2.361
20 9.048 9.997
40 3.632 0
60 8.449 18.12
80 8.092 0
100 64.9 0
120 25.1 3.112
140 3.029 0
160 7.24 0
180 16.9 0
200 9.984 0
220 16.05 0.301
240 38.471 0
260 41.026 0
280 52.11 0
300 55.23 0
320 39.24 22.5
340 7.2 2.1
360 9.4 14
380 5.234 4.338
400 22.5 2.16
420 26.63 0
440 15.52 0
460 3.76 0
480 3.79 0
500 3.3 0.81
520 2.55 0
540 0 11.511
560 0 53.6
580 0 36.5
600 20.818 24.5
620 0 38.3
640 0 38.8
660 0 17.1
680 8.3 3.7
700 9.86 0
720 13.8 0
740 13.52 0.15
760 20.25 0
780 19.78 37.25
800 25.24 52.42
820 46.75 0.764
840 60.14 0
860 1.63 0
880 13.3 29.6
900 3.3 0
920 2.8 0

Total Volume (m3) 15132.56 8456.27

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Slope Stability

FIGURE 14 – LOWERED WATER TABLE

FIGURE 15 – WITH NO WATER TABLE

Stability of the slope was checked by geo studio. We have taken =30 and c=10. To avoid the failure
of the slope, the factor of safety should be greater than 1.3. First we assumed that the water table is
on the top of the ground surface. And we got 0.963 for factor of safety. When the water level was
lowered to the bottom, the factor of safety is 1.303. Therefore lowering the water table is not a
good solution for this problem. And we cannot reduce the slope because there are houses nearby.
Then we have proposed other rectification activities to stabilize the slope. They are

 Provide the retaining wall

 Grow turfing on the slope surface
 Provide proper drainage system

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Proposed slope stability techniques

FIGURE 16 – RETAINING WALL WITH A SHEAR KEY

The rectification design we propose for the critical slope is a cantilevered retaining wall with
a shear key. The installation of shears keys helps to increase the sliding resistance of retaining
walls without the necessity to widen their base. Since the retaining wall is at the boundary of
the road and the building fence line we will not have enough space to have a wider base. And
also the residual soils in the area can be vulnerable to sliding. Therefore we propose a
retaining wall with a shear key to enhance the stability of the slope.

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4. Important characteristics considered

There are many important factors should be considered in a road design. Basically we
considered what are the infrastructures located on both sides and what is the effect of design
to them. Mainly we focused on temples, kovils, houses, light posts, bridges, and culverts.
Retaining walls, bus halts, tea estate and some other important buildings.
Design should be environmental friendly one and it should have minimum damage to
the existing condition. Larger, valuable trees are also should be considered here. Usually road
design should not be damaged to the religious places such as temples and kovils. We also kept
that practice in our design. There are two bridges in this section 03 road portion. One bridge
has been already constructed and other one is in ongoing construction. So we decided to
match our design according to the ongoing construction of bridge. There are so many houses
located in either sides of the road. When the road will extend according to the design we have
to rehabilitate those houses. Here we tried to minimize the rehabilitation. Also we tried to
keep other critical places such as culverts and retaining walls as much as possible.
When we considered these infrastructures we had to consider it under to main
conditions. They are,
1. What are our requirements?
2. What is the cost for rehabilitation?
Considering those factors we came to the middle of those two points by balancing both.
Other Factors:
• Horizontal Curvatures
Design speed should be constant throughout the road. Then minimum radius of bends should
be kept for obtain maximum curvature.
• Road should be one lane- two way road.
• Super elevation at the bends should be in suitable range.
• At the cut and fill process, either sides of road will have steep slopes. So we have to
provide retaining walls for those locations.

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5. Feasibility study
Safety study
Existing road structure is unsafe for everyone who is using this road. There are dangerous horizontal
curves and super elevation curves in this existing road structure. Stopping sight distance is not enough
for many places of this section. Existing structure is one lane road. At the same time width of the lane
is not enough for the bus or heavy vehicles which lead to many accidents in the curves of this section.
Also existing road is very badly damaged. Edges of the road are severely eroded. It makes difficult for
drivers to drive in the nights. So when we considering the safety of the road we have to propose the
new road which must include the solutions for these issues.
Our proposed road structure is designed considering these safety issues. We designed the road
structure as a one lane road width of 3.1m and unpaved shoulder edge of 1.0m, which eliminates the
major safety issues of existing road structure. This design will give a lot of space for vehicles to move
fast enough with enough safety. Also it allows heavy vehicles to move without disturbing the other
side transport at any place of the section without causing any kind of accidents. Also we considered
stopping sight distance in our design. It will increase the amount of safety factor. Also we consider the
pedestrians of this road we decided to give the pavement set up to allow them to move quick enough
and safe enough. Also we provide suitable cut slope in the terrains which is safe for at any kind of rainy
situation. Also we provide drainage systems in those drains and make the slope much safe.
Environmental study
Considering existing structure, we can see a lot of environmental issues. There isn’t proper drainage
system in many places of the section. Which lead to stack water in that drainage system and spread
bad odor surrounding places. There isn’t proper maintenance of the road. In both sides there are a lot
of scrubs, which allows the mosquito and other insects growth. It will affect the near people health.
When we surveyed the road section we observed and marked the nearby trees. From that points we
consider a less number of trees cut to this project. We observed the types of trees and its importance
to the environment and consider about its characteristics. Then we decided to which trees must not
be cut in this project and double checked with curve design. We allow only few trees to cut for this
project.
In the design we considered about the trees which are going to be cut. So we minimize the number of
lanes to one and less the number of cut trees. Also we will plant trees around the proposed road. Also,
maintenance of the proposed road will be done and some vegetation and trees will be planted along
the section.
Geological study
Existing structure has steep slope areas along the section which is unsafe considering the geo technical
aspects. Also, mild slopes in the left side of the road also has a bad drainage system. There were places
water stacked in those terrains which wasn’t allowable in the geotechnical aspects.
So, the proposed design is to have mild slope cut in those three areas and allow the drainage systems
to drain out the water to maintain the slope stability. Also, some vegetation will be planted along the
mild slope to enhance the stability of the soil. Also in the left side drainage system will be developed
and water stacked bushes will be removed.

Hydraulic study
There are two bridges and several culverts in this section. Except one bridge other hydraulic structures
aren’t maintained well. They are in poor condition to fulfill the requirements.
So, we here will consider the culverts and bridge with greater attention to ensure the flow of water
from the mountain. All the structures will be constructed again with greater serviceability and ensure
the water will flow easily through those structures.
Social study
Existing road has a lot of negative impacts to the society. Society by the road is facing a lot of struggles
and problems in using the road for their day to day life. There is a major problem here is using the

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road for emergency. Curves aren’t easy for driving when they want to go for high speed in the
emergency condition. Ambulances can go maximum of 30 km/h average speed here. They must stop
here and there when heavy vehicles arrive in the way. At the same time the road in giving discomfort
for travelling. Also, the people around the road isn’t happy about existing condition of the road. So,
we must reconstruct the road to change the Impacts as positive for the society.
In our design we put one lane road with enough lane width and design speed of 40 km/h. which allows
any vehicle to move fast enough in the emergency condition. Also, the development of road will invite
many tourists to use this road will always develop the area standard. So, it will make great positive
impact in the village area around the road.
Cost feasibility study
Considering the cost of the project is feasible in the current state of the country. There a lot of
development projects going on around Sri Lanka. So, the cost value around 50,000,000.00 for this
section is feasible. Also, the project is worth enough to spend the money to develop the road. It is an
important road in Sri Lanka which is interconnecting major cities which allows the development of the
tourism around the country. So it is the best decision to develop the road for future benefits.

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6. Additional factors considered

Social Survey
Before designing of A5 road we discussed with village people about renovation of this road.
We got both positive and negative comments from the villagers. Comments were discussed
before design this road. Proposed a 5 road affects less to the houses and buildings. We
designed as much as possible to avoid the building demolition. These were the comments we
got from the villagers about the A 5 road project.
1. Road project must be done as much as quick to reduce the accidents and other
discomforts.
2. Houses must be safe from the road project. Most of them not willing to accept to
demolish their part of their houses.
3. Villagers are willing to give their lands with good rates for their lands to the road
project. Some of them were not like to give their land even though with higher rates
of the land value.
4. For this project they request to consider their safety while construction and after the
construction. They asked build the retaining walls if there will be any cuts in the slope
area.
5. They asked to provide the good drainage system along the section. Also they want a
pavement to walk in road in a safe way.
6. They told us to include the possible shoulder edge in both sides to avoid the many
accidents in those areas.
7. They requested design with possible curve to see other side of the road to avoid
accidents
8. They requested to properly plan the construction to reduce the amount of troubles to
them like delay in their travel time.
9. They requested to plan the electricity& telephone posts relocation to avoid the
discomfort in their day to day life.
10. They requested to plan the short duration of the time of the project.
11. They asked to design the culverts in many places of the section to ensure the water
flow through the road.
12. They requested to provide parking facilities in the road in some places of the section.
13. They asked to provide road signs as much as possible to avoid misunderstandings
between drivers.
14. Villagers want to put road lines to stop the vehicles overtaking in the curves.
15. Villagers want bus halts in at least three places excluding the current one bus halt.
16. They requested to put yellow line pedestrian crosses in front of temple and hospital.
17. Villagers requested to a proper maintenance of the road.
18. Villagers asked to reduce the speed limit of heavy vehicles in the section.

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Land acquisition
Proposed road project of 143- 144 km mark of A 5 road is required land from either side of existing
road to ensure the design aspects. For our proposal design speed is 40km/h. According to the design
speed land range of the curve places will differ and according to our proposal, also land is needed in
the straight roads. When we considering the curves, we must consider several factors to avoid the
possibility of accidents and discomfort for drivers. Also, when curve roads with super elevation there
must be better design to avoid those issues. So, we need much land in those curve road areas. When
we considering the design at the curve places the proposed centreline will come to the existing the
road edge. So straight roads next to the bends also need lands. We tried to design considering the
both design speed and land available in the adjacent areas. But somehow we must take some lands
to the development of the road which is better in many ways considering several social impacts of the
road.
There were not many existing buildings affected in the proposal of road development. Some buildings
near the bends must be taken for this project. About 4 shops and 6 houses may be affected by the
widening of the road. So, it is a good design considering the possible less impacts for existing buildings.
But when considering the land there must be many lands taken from the residential areas. Other than
the residential lands we must cut the slope lands considering the safety factors to avoid slope failure.
There are locations we must cut the slopes in a safe manner to avoid the slope failure. Those lands
aren’t residential lands. So those lands must be taken from the land development authority.
When considering the areas of those lands, we need about 8 perch residential lands and 4 perch lands
from development authority. When we considering the values of those lands it may cost about
9,600,000.00 LKR for residential lands (1 perch – 120,000.00 LKR) and 320,000.00 LKR for other lands
(1 perch – 80,000.00 LKR). So, we need about 9,920,00.00 LKR for the land acquisition for this project
at this moment. Land prices may be change in future. Also, the calculated area may be differ
considering the safety precautions in the road design in the further procedure.
Considering the electricity and telephone posts in the existing road there must be relocation of those
posts in the proposed road project. About 30+ telephone posts and about 20+ electricity posts must
be relocated. For this procedure according to the current data, expected cost is about 65,000.00. But
at the same time, we can’t calculate the total exact amount of posts for reallocation. It can be
increased when there are obstructions in the site.
Other structures like retaining walls, culverts, bus halt, road signs, bench marks etc. also must be
relocated or demolished. So, we can put about 100,000.00 LKR for estimation of these works. We must
allocate more than enough amount to do these works to manage the unexpected issues in the sites
regarding these issues.
There are few local by roads joining the main road and residential areas must be renovated to ensure
the best visual impact of the design and serviceability of the road. But at the same time those roads
can’t be renovated in a full length, so we can renovate up to visual length from the road. Expected
cost is about 500,000.00 LKR for the land acquisition problems.

Environmental impact
 During the project ( negative impacts)
 Land and water pollution due to construction wastage
 Dust and noise will pollute the air environment
 Change in the topography of the section due to construction will affect the habitats of
animals related to the environment
 High traffic will occur during the project and also heavy vehicles using in construction will
affect the transport
 Loss of trees, residential lands and other tea plant lands will make impact on society

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 During the project ( positive impacts)

 Job opportunities to the local people will occur
 Rapid infrastructure development will start in the local places.

 After the project (negative impacts )

 Increased amount of transport will affect the surrounding the environment
 Development of structures near the road will lead to pollution
 May lead to rash driving in the road and the increased amount of accidents

 After the project ( positive impacts )

 Development of the road adjacent cities and villages will lead to many job opportunities and
development of the society
 Aspects of transport (Mobility and accessibility) will improve
 Safety of transport will increase
 Tourists attraction towards cities related to the road will increase
 Local pedestrians will be safe and have a ease move to another place
 Time will be saved in the travel
 Serviceability of the road will increase

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Annex
1. Northing and Easting calculations of the control points
2. Existing layout
3. Road layout
4. Longitudinal section
5. Topographical map
6. Contour layout
7. Drainage layout
8. Cross sections
9. Growth factor reference
10. Traffic survey data

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