I.

SUMMARY
II. INTRODUCTION........................................................................................................3
III.BACKGROUND.....................................................................................................4
IV. JUSTIFICATION ....................................................................................................... 4
V. OBJECTIVES ................................................................................................................. 4
VI. LOCATION...............................................................................................................4
6.1 POLITICAL LOCATION...................................................................................................5
6.2 GEOGRAPHICAL LOCATION
VII. MATERIALS AND METHODS...................................................................................5
An optical-mechanical theodolite model T-16 precision 1' estimate to '........................5
50m and 30m measuring tapes, Pullies, etc...........................................................5
6.2.1. TOPOGRAPHY STUDY, ALIGNMENT AND GEOMETRIC DESIGN...............5
ROAD LAYOUT AND RECONSTRUCTION WITHIN THE CAMPUS
UNIVERSITY STUDENT OF THE NATIONAL UNIVERSITY OF ALTIPLANO 0 + 650
kilometers...........................................................5
TOPOGRAPHY STUDY.............................................................................................6
6.2.1.1. BASIC TOPOGRAPHY STUDY
FIELD WORK........................................................................................................7
Recognition of the work area .....................................................................................7
LONGITUDE: .........................................................................................................................7
DESCRIPTION......................................................................................................................7
OBSERVATIONS...............................................................................................................7
EAST
NORTH...................................................................................................................................7
START....................................................................................................................................7
FINAL.....................................................................................................................................7
0+650.......................................................................................................................................7
391219.927..............................................................................................................................7
8250374.008
FLOOR PLAN:..........................................................................................................7
The route starts at the existing road entrance to the university city at the progressive
00+000 at BM= 3812 Located next to the road, and continues with a slope
descending and ascending and in forced curves that adapt throughout the whole
road. In the layout, all the PI that is the point of intersection have been highlighted
two tangents that form a horizontal curve by placing stakes and
monumentation in each case as expressed in the profile drawings
corresponding............................................................8
A.HORIZONTAL ALIGNMENT..................................................................................8
8
 From Km. 00+000 to Km. 0+650, Road Category: Third Class, although the IMD
Less than 400 will be considered as a drivable trail Orography Type 3, Speed
directive 30 KPH,...................................................................................................................8
................................................................................................................................................8
The alignment of the trace on the existing axis of the roadway was carried out with
tangents and horizontal curves whose radii are compatible with the speed
guideline, existing topography, minimum radius of 25 m, and extraordinary minimum radii
of 15, 20m, there is a maximum slope of 7.5% and a minimum slope of
0.03% in various segments.........................................................................................................8
BASE POLYGON.......................................................................................................8
Topographic verifications were carried out using stakes every 20 m in tangents and
every 5 m. in curves. The elevation has been carried out with a surveying instrument of
precision electronic theodolite the geometric axis and inclinometer for the topographic strip
To determine the cross-sections along the entire stretch, several points were fixed.
polygonal support for the Electronic Theodolite and the same ones that will serve for the
replanning and drawing of the geometric axis of the road, whose relationship of the elements of
sound curve:................................................................................................................................8
A. Road Trace, Geometric Characteristics. ......................................................................14
B. Basic Conditions for Road Layout.
THEORETICAL FRAMEWORK AND GEOMETRIC DEVELOPMENT.............................................23
8.1.1 Classification of Roads According to Their Function
8.1.2. Classification According to Demand..............................................................24
8.1.3 Classification According to Orographic Conditions ...........................................................................25
8.1.4 Relationship between Classifications..................................................................................................25
8.1.-CRITERIA AND BASIC CONTROLS FOR DESIGN................................26
8.2 - ALIGNMENT AND REQUIRED POINTS.
8.3 - PRELIMINARY TRACE..............................................................................................27
8.5.- Horizontal curve alignment: .........................................................................................29
8.6. - LEVELING............................................................................................................32
8.7. - SUBGRADE PROJECT. .....................................................................33
8.8.- CUTTING AND EMBANKMENT AREAS..........................................................33
8.8.1.- Roadline sections...............................................................................................33
PHOTOGRAPHIC FILE.........................................................................................34
PLANS.........................................................................................................................35

I. SUMMARY
This report has been prepared based on the activities carried out during the period of
practices within the course of 'control and replanning of works' corresponding to the 10th semester
from the curriculum of the professional training of the Surveying Engineer.
The practice that has been developed 'DRAWING AND LAYOUT OF ROADS WITHIN THE
UNIVERSITY CAMPUS OF THE NATIONAL UNIVERSITY OF ALTIPLANO
 650 kilometers", the preliminary study was conducted, terrain reconnaissance, to subsequently
plan the work to be done by selecting the appropriate methodology, materials, and equipment.

• The recognition of the area to be traced and replanned, in which the route was made.
along the way: existing road at the rear entrance to the University (km 0 + 00) that
from the teachers' residences to the faculty of social sciences km 0 + 650, in the
that were noted and taken into account the topography, geomorphology, hydrology
from the area.

• The topographic survey was conducted with electronic and optical-mechanical theodolite precision.
at 1”, at the same time the alignment, thus locating them respectively
progressive every 20 meters and at the curves every 5 meters and the inflection points (IP)
respectively.

• Similarly, the respective sectioning was carried out at each progressive point, using an ecliptometer.

• The leveling of the axis and the level benches or the so-called BM have been positioned every 500 meters.

of the alignment of the line, using the engineer's level for this.

Once the fieldwork was completed with the collection of topographic data, we proceeded with the
work in the office developed as follows:
With the help of the software that have been used were: AIDC, AutoCAD Land, obtaining from this
make the plans.
1. TOPOGRAPHIC SURVEY:
• Topographic survey in plan
- Topographic Plan.
- Location Plan.

2. PROFILES AND CUTS:

• Planimetry
- Floor Plan.
- Longitudinal Profile Plan.
- Cutting Plan.

Currently, there is a cart road that is 5-7 meters wide.

And according to the classification by service, it will be of the type Drivable Path, the same as
specifies that the Average Daily Index (ADI) <400 is not specified because it constitutes a
separate classification, being able to define them as those paths that lack requirements to
can be classified in 3rd Class.

II. INTRODUCTION.
The mobilization or transport of people and goods of all kinds within a country
specifically within a province, district, a populated center, etc. It is carried out largely
 using land transportation routes and systems; the most widespread being transport with
trucks, buses, all kinds of cars, that circulate through the streets and urban avenues and in the
roads.
The practice: TRACE Y REPOSITIONING OF THE ROAD INSIDE THE CAMPUS
UNIVERSITY 0 TO 0+650 Km, carried out within the course of control and replanning of works
responds to the training needs of the Surveying Engineering student considering that
More than 50% of graduates from the School are currently working on projects and works.
vials.

In this way, the construction of roads in our country is essential for development.
social, economic, and cultural, and even more so is the training of skilled professionals in this
field.

III. BACKGROUND
In the area where the practice will take place, there is a road where vehicles pass through.
mainly to the residences of university professors, the number of vehicles that travel through
the road is inferior to third-class roads. However, it should be stated that the traffic on this road
It is restricted only for vehicles of faculty or university officials.

IV. JUSTIFICATION
The continuous development of technology leads to an increase in motor vehicles, this
there is a greater demand for the construction of transportation routes.

The preparation of this practice includes two main objectives, the first of which is
develop this type of projects with knowledge of cartography, photogrammetry,
photo interpretation and of course road-topography tracing. And to be able to provide the reader with knowledge
broader characteristics, conditions, and methods employed in the tracing of one of a
road based on aerial photographs and national maps.
The second objective is to be able to study and understand more thoroughly both the design and the stroke and so

to conduct more studies and tests that can lead to greater development of technology in the
construction of communication routes. Of course, this type of studies falls within the field of
TOPOGRAPHICAL ENGINEERING AND LAND SURVEYING.

V. OBJECTIVES
• Allow engineering students to practice with situations that are as real as possible
in the layout and re-planning of communication routes.

• Analyze the field methodologies used for the tracing of roads.

VI. LOCATION
 6.1 POLITICAL LOCATION
The political location of the sector to execute the project is as follows.

COUNTRY Peru
REGION Puno
PROVINCE Puno
Puno
SECTOR University Campus of the National University of Altiplano

6.2 GEOGRAPHICAL LOCATION

Geographic Coordinate:
UNIVERSITY CAMPUS :
Location: 15° 49'27"S; 70°00'47"W
UTM Coordinates:
UNIVERSITY CAMPUS :
THIS 391621.743
NORTH 8250067.461
COTA 3812 m. a. s. l.

VII. MATERIALS AND METHODS

6.1. MATERIALS AND EQUIPMENT
The materials that have been used for the preparation of this practice are the following:
• An optical-mechanical theodolite model T-16 precision 1' estimate to '
• 01 engineer level
• 02 pull-ups
• 01 eclimeter
• Wooden stakes
• Tape measure
• Painting
• Nails
• 50m and 30m measuring tapes, pullers, etc.

6.2. METHODS

6.2.1. TOPOGRAPHY STUDY, ALIGNMENT, AND GEOMETRIC DESIGN

TRACE AND REPLANTING OF ROAD WITHIN THE UNIVERSITY CAMPUS OF

THE NATIONAL UNIVERSITY OF THE ALTIPLANO 0 + 650 kilometers
TOPOGRAPHY STUDY

The starting point of the layout taking the existing axis of the Avenue as a reference
Sesquicentennial at the entrance to the Faculty Residences in the university city, Km.
0+000 with coordinates 391657.220E, 8250087.527N, with a height of BM-1: 3812.00 m.a.s.l. and
ends at coordinates 391219.927E, 8250374.008N Km. 0+650, in the Pavilion of
Social Sciences.

The stake of the track is placed every 20 m in tangents and 5 m in curves, which are marked on rocks.
fixed, and existing fixed structures conveniently, in order to be identified in the execution of
the work.

All the important points of the axis are fixed in solid rocks, such as PCs, PIS, PTs, cutting changes.
to filling and vice versa, placing the works of Art and Drainage, among others.

The vertices (PIS) of the definitive polygon of the Geometric Design axis are referred to marks.
on the ground; these vertices are marked and referenced

The immovable reference points are located outside the area of the explanations, allowing for a
easy location and replanning of the PIs.

For the calculation of the coordinates (UTM) corresponding to the vertices of the final polygonal,
the coordinates of the georeferenced satellite image were taken as a reference,
The leveling and partitioning work includes all the stakes of the axis, raising the
longitudinal profile of the terrain using the elevation points of the BMs on the ground as a reference.
The cross sections are raised at each stake of the road axis, at a width no less than
20m on each side of the axis, which will allow for the optimal evaluation of the volumes of movement of
lands.
The transverse section lifts will serve to determine the values and/or factors of
design like:
Landslides; Slope Stability Analysis, determination of the Safety Factor.
surveys are found in the corresponding plans.

To carry out the work, a surveying crew and a crew of

monumentation of PI, BM's, and control points. A team has also been involved.
field processing.

6.2.1.1. BASIC TOPOGRAPHY STUDY

 FIELDWORK.

All the topographic work carried out has been supported by a BMS network and reference point for
the work with electronic theodolite, which takes place on uneven terrain and
wavy.
Recognition of the work area
In the layout of the road 'LAYOUT AND REPOSITIONING OF ROAD WITHIN THE CAMPUS'
UNIVERSITY STUDENT OF THE NATIONAL UNIVERSITY OF ALTIPLANO 0 + 650
kilometers,” efforts have been made to make the most of the existing geometry and road surface.
in order to achieve minimal earth movement and take advantage of the existing stabilized roadway and then
trace of the stretch under construction considering the characteristics of the geometric design standard
for low traffic volume. The recognition has been carried out in two sections:
The existing road under study is located on rugged terrain and its slope of
The surface of the terrain configuration is between 60% to 130% at the intervals 0+420 to 0+650 and
with a lower transverse incline in the increments from 0+00 to 0+420 with a slope of 3% 10%
The main geometric characteristics of the existing road are:
Existing roadway width 4.00 meters
Longitudinal slope between 3.3% to 7.5%
Triangular side ditches.
As the first activity of the fieldwork, it was the location of the important points of
section. The initial BM was located, verifying its position and height, and a monument was placed on it.
nailed and painted with white paint. A new fencing was made every 20.00 m.
monumenting.

GENERAL DESCRIPTION OF THE TRACE

LONGITUD
The road has a length of 00+000 to 0+650 km.

Cartographic Location UTM Coordinates.

DESCRIPTION OBSERVATIONS
THIS NORTH
START 00+000 391657.220 8250087.527
FINAL 0+650 391219.927 8250374.008

PLANT DRAWING:
 The line starts at the existing road entrance to the university city at the progressive 00+000.
at BM= 3812 Located next to the road, and continues with a descending slope and
ascending and in forced curves that adapt along the entire road. In the layout, it has
highlighted all the PI that is the point of intersection between two tangents that forms a
horizontal curve placing stakes and monumentation in each case as expressed in the
corresponding profile plans.

A. HORIZONTAL ALIGNMENT

From Km. 00+000 to Km. 0+650, Road Category: Third Class, although the AADT <400 is
It will be considered as a drivable trail, Orography Type 3, guideline speed 30 KPH.

The alignment of the layout was carried out on the existing axis of the roadway with tangents and
horizontal curves whose radii are compatible with the design speed, topography
existing, minimum radius of 25 m. and extraordinary minimum radii of 15, 20 m, there is a
maximum slope of 7.5% and a minimum slope of 0.03% in various sections.

BASE POLYGON

Topographic verifications were made by staking, every 20 m in tangents and every 5.

m. in curves. The survey has been carried out with precision topographic instrument
electronic theodolite the geometric axis and ecliptic for the topographic strip to determine the
cross sections along the entire section, several polygonal support points were established for the
Electronic Theodolite and the same ones that will be used for the re-plotting and tracing of the geometric axis of

the road, whose relationship of the curve elements is:

TABLE OF CURVES ELEMENTS AND COORDINATES

TABLE OF CURVE ELEMENTS AND

COORDINATES

DDELT
A

PI-0 391657.2200 8250087.5270

0+160.9 0+147.4 0+169.4
I 83º 58 degrees 30 minutes 15.0 13.500 21.845 5.181 3 3 1 391623.7760 8250244.9440
0+234.6 0+211.8 0+256.7
PI-2 I 25º 43' 40' 100.0 22.835 44.903 2.574 8 4 4 391545.4380 8250236.7540
0+288.6
PI-3 D 53º 30' 40' 30.0 15.125 28.018 3.597 3 0 2 391498.8780 8250208.0050
0+329.4 0+318.0 0+337.5
PI-4 D 74º 21 minutes 10 seconds 15.0 11.376 14.466 3.826 4 6 3 391458.9200 8250224.0010
0+384.1 0+372.0 0+393.8
PI-5 I 62º 14' 10' 20.0 12.073 21.725 3.362 5 7 0 391465.1520 8250281.6610
 0+510.3 0+499.0 0+521.2
PI-6 I 25º 29' 40' 50.0 11.311 22.248 1.263 5 3 8 391358.4360 8250353.4610
0+650.0
PI-7 0 391219.9270 8250374.0080
B. LEVELING

The leveling of the axis has been closed every kilometer and it has
monumented BMs. every 500 m. along the axis drawn in a
total of 2, whose values are shown in the longitudinal profiles
respective.

BMS BOARD

BM NUMBER DESCRIPTION COTA

BM 0+000 Right side of the axis at 3 meters in green 3812.000
BM 0+500 Right side of the axis at 6 meters on concrete wall 3833.841

C. LONGITUDINAL PROFILE

For the construction of the longitudinal profile and the subsequent design of the subgrade
The leveling has been done along the total axis, placing BMS. Each
0.5 Km. whose levels have been determined with reference to sea level, the
which are properly marked and monumented.

The section from the beginning at progressive 0+00 to Km. 0+200, develops
in continuous ascent, in a winding manner, with varying average slopes
3%.

The project's alignment will, as much as possible, follow the inflections of the alignment.
current state of the road, considering resolving the limitations of the
visibility.
The road is mostly developed in cut along its route except in the
areas where the elevation will be raised for hydraulic reasons.

The slopes of the alignment considered in the project vary between 3%,
7.55% (following the current slope of the track), existing exceptionally
the following pending items:

The changes in slopes are within permissible limits,

obtained the existing profile by leveling the survey stakes in plan
proceeded to the tracing of the subgrade in which changes in slopes occur
with the following characteristics:
oMinimum Horizontal Slope : 3.30 %
o Maximum Horizontal Slope 7.55 %
oMedium slope : 5.42%

In determining the length of vertical curves, consideration has been given to

count the slopes of the road surface and the design speed of the track, achieving
longitudes between 100 and 60 m.

TRANSVERSE SECTIONS:

Through the transfer of the topographic information of the axis of

original project to the axis of, adaptation project.
The cross-sections have been obtained using software.
AIDC of the modeled terrain surface with the data
detailed measurements of the ecliptic every 20.00 m. in tangents and curves
Every 10.00 m. at all stakes along the layout of the
axis, with an exceptional minimum width of 4 m.
The typical design sections for this road are found in
the plans depending on the given characteristics for this
type of road.

The characteristics given to the cross section of the road

son
The designed drainage ditches are of uniform cross-section.
triangular along the entire stretch of the road.

SIDEWALK

4.00

3% 3%
0.15
1.5
1

PATH

4.00

3% 3%
0.15
1.5 0.30
1

0.50

Winding Sectors and Steep Slopes

- From Km. 0+200 to Km. 0+450: the axis of the trace due to the
semi-hilly topographical configuration, with slope of
up to 6.5%,
- From Km. 0+450 to Km. 0+560: the alignment of the trace becomes
7.55% rugged terrain is a type of rugged topography.
- From Km. 0+560 to Km. 0+650: the axis of the line is inclined
less pronounced.

3.2.2 WORK IN CABINET

The cabinet work has been carried out in the following...

way

For the drawing of the polygonal and the longitudinal profile of the
the road used field data obtained with the
theodolite, (distance between PIs, deflection angles and
Coordinates) and leveling benchmarks of the stakes, with which
how the axis is obtained; as well as the longitudinal profile for it
which we help with the software (AIDC and in Auto
CAD).

Then the design of the slopes was carried out and also to
design of the type section. For which we use the
road regulation.

GEOMETRIC DESIGN.

CURRENT TRAFFICABILITY

The road serves a mixed traffic.

very poor transitability and road safety conditions,
for the following reasons:

− Road platform, without granular pavement layer with

functional and structural problems that occur during periods of
Rain is criticism.

Black spots, caused by lack of signage,

poor condition of the road and reduced section of the road.

3.3.2 ROAD DESIGN.

 For the definition of the geometric characteristics of the Study
from theROAD WITHIN THE UNIVERSITY CAMPUS OF THE
NATIONAL UNIVERSITY OF THE ALTIPLANO 0 + 650 kilometers, has been
taken into account the Technical characteristics, defined in the
Feasibility Study, which are adjusted to the Manual of
Geometric Design of Roads DG-2001 of the MTCVC in
conformity with the requirements of the supplementary regulations
the AASHTO design standards, seeking to optimize the
earthworks consequently reducing the amount of
the investment in the work.

C).- TECHNICAL CHARACTERISTICS

Technical Characteristics Section No. 1: From Km 0+000 to Km 0+650

Category of the Way THIRD CLASS.
Characteristics Two-lane road (DC)
Type Orography 3
Guideline speed (design) Vd = 30 KPH.

Maximum Permissible Speed Vmp = 20 KPH.

Tread surface Local Path
Lane Width (DC) 4.00 m
Bermas 0.50
Pumping (%) 2.5
Embankment Slope (V:H) 1 : 1.5
Cutter slope (V:H) Variable
Triangular Gutter (base x height) 0.80x0.50 m
Minimum radio 30 m
Extraordinary minimum radios 15, and 20m.
Maximum slope 7.55 % (Km 0+480 – 0+580)
Minimum slope 3.00% (Km 0+140 – 0+280)
Vehicle Type Because it is a road belonging to the
national road network, the type of vehicle for the
design will be all those considered in the
MDC.
Maximum Slope According to the Design Manual
Highways 2001.
 A. Road Layout, Geometric Characteristics.

From the beginning of the trace 0+000.00, up to km. 0+650 is at track level
roadworthy.

A ROUTE is that strip of land, of variable width, situated between two points.
extreme required and that occurs along intermediate required points, within which it is
It is feasible to carry out the localization of a route.

Mandatory points:

The best route will be the one that, according to the topographical and geological conditions,
hydrological and drainage, offer the lowest cost with the highest economic utility index,
social and aesthetic.

There are several route assessment methods, including Bruce's method which ...
use the following mathematical formula:

xo = x + k * Summation y

Where:

Resistant length (m)

x = Total length of the route (m)

Sum y = elevation difference or sum of elevation differences (m)

k = Inverse of the coefficient of friction.

TYPE OF SURFACE AVERAGE VALUE OF k

Earth 21

Gravel the asphalt 35

macadam 32

Concrete 44

SLOPE LINE

The slope line is the line that, passing through the required points of the project,
maintains the specified uniform slope and if it coincides with the axis of the track, it does not
it would not accept any cuts or fillings, which is why it is also known as the zero line.

PLOTTING THE ZERO LINE ON A PLANE

FIGURE 1

In figure 1, it is assumed that points A and B are located on two level curves.
successive, then the slope of the straight line AB that connects them is:

Slope of AB = tangent of the angle = BC / AC

If you want to maintain a uniform slope, AC is isolated in the formula, BC is the

The difference in level or the equidistance and the tangent of the angle is the slope of line AB, AC.
it would be the horizontal distance between successive curves.

To plot the zero line on a plane, it is anticipated that the distance AC in meters is reduced.
at the scale of the plan, it is the distance with which a pair of dividers should be opened from
from the starting point, the points where the opening of the compass coincides are subsequently materialized.
about the immediately higher contour line.

1. PLOTTING THE ZERO LINE ON THE GROUND

It is marked in the required direction, passing through checkpoints and by the

most suitable places. For this purpose, sights, markers, and level strings or
Abney level.

2. SIMPLE CIRCULAR CURVES

Simple circular curves are arcs of a circumference of a single radius, which constitutes the
horizontal projection of real or spatial curves, especially when joining two tangents
consecutive.

Elements of a circular curve

Vertex point (VP): It is the point of intersection of the tangents.

Point of curvature (PC): It is the point where the entrance tangent ends and the curve begins.
Point of tangency (PT): It is the point where the curve ends and the tangent begins.
exit.
Deflection angle (D): It is the central angle subtended between the two tangents.
Tangent (T): It is the distance from the PC to the PI or from the PI to the PT.

T = R tan (D/2)
Long chord (LC): It is the straight distance between the PC and the PT.
CL = 2R sin (D/2)
External (E): It is the distance from the PI to the midpoint of the curve.
E = T tan (D/4)
Mean (M): It is the distance from the midpoint of the curve to the midpoint of the
long rope.
M = R [1 - cos (D/2)]
Center of the circular curve (RP): It is the same point of radius.
Radius of the circular curve (R): It is the distance from the RP to the PC or to the PT.

R = T / tan(D/2)
Length of the circular curve (L): It is the distance from the PC to the PT along the arc of the curve.
L=cD/G
D = Delta

FIGURE 1

Degreeof acircularcurve(G):

The specific angle of a curve is defined as the angle at the center of a circular arc.
understood by a specific chord c, this is the definition by chord. The definition by arc
It is the specific degree of a curve, which is the central angle subtended by a specific arc.

Arch-degree system

R = 180 s / pi G

L = pi R D / 180

String system - degree (it is the most used on roads)

G = 2 arcsin ( c / 2 R )
L=cD/G

There are also compound circular curves that are formed by two or more curves.
circulars, but their use is very limited, in the vast majority of cases they are used in land
mountainous when it is desired that the road fits the shape as closely as possible
land, which reduces earth movement. They can also be used when there are
limitations of freedom in design, such as, for example, in access to bridges, in the
steps at different levels and at intersections.

Spiral curves are used to provide a gradual transition of curvature in

horizontal curves. Their most common use is to connect straight sections of an alignment with
circular curves, thus decreasing the sudden change in direction that would occur at the points
of tangency.

In the figure, there is an spiral curve with length Le, that connects the entry tangent.
with a circular curve of radius R. The length L is the length of the spiral curve from its
origin to any point P of known radius.

FIGURE 2

3. GEOMETRIC DESIGN IN PROFILE

The geometric design in profile, or vertical alignment, is the projection of the real axis of the track.
on a vertical surface parallel to it. This projection will show the actual length of the
axis of the road. This axis is also called the grade or sub-grade.

ELEMENTS THAT INTEGRATE VERTICAL ALIGNMENT

Just like the floor design, the axis of vertical alignment is made up of a series
of straight sections called tangents, linked together by curves.

TANGENTS
The tangents are characterized by their length and slope and are limited by two curves.
successive. The length 'TV' is the distance measured horizontally between the end of the curve
anterior and the beginning of the following. The slope 'm' of the tangent is the relationship between the
the difference in height and the horizontal distance between two points of it.

FIGURE 1.

THE VERTICAL TANGENT

In the expression shown in the figure, the slope 'm' is expressed as a percentage.

There are maximum and minimum slopes, the maximum slope is the highest slope that is
allows in the project, its value is determined by the volume of future traffic and its
composition, due to the type of terrain and the design speed; the minimum slope is
minimum slope allowed in the project, its value is set to facilitate drainage
superficial longitudinal, which may vary depending on whether it is a stretch in embankment or in cut and of
according to the type of terrain.

CURVES

A vertical curve is the design element in profile that allows the connection of two
consecutive vertical tangents, such that along its length a gradual change occurs
from the slope of the entry tangent to the slope of the exit tangent, in such a way that
facilitate a safe and comfortable vehicle operation, that is aesthetically pleasing and that
allow for adequate drainage. The curve that best fits these conditions is the parabola
of the vertical axis.

GEOMETRIC ELEMENTS OF A VERTICAL CURVE

PARABOLIC

SYMMETRICAL VERTICAL CURVES

The parabola used to link two consecutive vertical tangents must follow the
following properties:

• The reason for the variation of its slope along its length is a constant.
• The horizontal projection of the intersection point of the tangents is in the middle of
the line that connects the horizontal projections of the extreme tangent points,
where the curve begins and ends.
 • The vertical elements of the curve (heights) vary proportionally with the square.
of the horizontal elements (abscissas).
• The slope of a curve of the parabola is the average of the slopes of the
tangent lines to it at the ends of the chord.

The main elements that characterize a parabola are (figure 2):

PIV: Vertical intersection point.

B = PCV: Principle of the vertical curve.
C = PTV: Principle of Vertical Tangent.
Lv: Length of the vertical curve, measured in horizontal projection.
CA = Ev : External vertical. It is the vertical distance from the PIV to the curve.
CD = f : Vertical arrow.
P (X1,Y1) : Point on the curve with coordinates (X1,Y1).
Q (X1,Y2): Point on the tangent with coordinates (x1,Y2), located on the same vertical of
P
y : Slope correction. Vertical deviation from the tangent at a point on
the curve 'P' to be calculated.
BE = x: Vertical distance between the PCV and point 'P' of the curve.
α Slope angle of the entry tangent.
β Slope angle of the exit tangent.
γ Angle between the two tangents. Vertical deflection angle.
m = tanα Pending on the entry tangent.
n = tanβ Pending on the exit tangent.
i = tanγ Algebraic difference between the slopes of the entry and exit tangent.

There is then a parabola with a vertical axis coinciding with the "Y" axis and the vertex "C" at the
origin (0,0), according to the coordinate system "X vs Y". The general equation of the parabola is:

Y = k X2
 FIGURE 2. Perfectly symmetrical vertical axis parabola
It should be kept in mind that the External will always be equal to the Arrow.

According to the graph and deducing formulas:

y = Ev ( 2x / Lv )2

y = ( i / 2 Lv ) x2

Ev = Lv i / 8

i=m-(-n)

TRACKING OF VERTICAL CURVES.

A vertical curve is a parabolic arc with a vertical axis that connects two tangents of
vertical alignment; the vertical curve can be in a swing or in a crest, the vertical curve
In a swing, it is a vertical curve whose concavity faces upwards, and the vertical curve in
A crest is one whose concavity is facing downwards.

ELEMENTS OF VERTICAL CURVE.

PIV Point of intersection of vertical tangents
PCV Point where the vertical curve begins
PTV Point where the vertical curve ends
PSV Any point on the vertical curve
p1 Slope of the entry tangent, in m/m
Slope of the exit tangent, in m/m
The Algebraic Difference of Slopes
The length of the vertical curve, in meters
K Variation of length per unit of slope (parameter)
x Distance from the PCV to a PSV, in meters
Slope in a PSV, in m/m
Slope of a rope, in m/m
The External, in meters
F Arrow, in meters
Deviation of a PSV to the entry tangent, in meters
Elevation of the PVC, in meters
Zx Elevation of a PSV, in meters
Note: If X and L are expressed in stations of 20 m, the elevation of a PSV can be calculated with
any of the expressions:
Zx = Zo + (20 p1 – (10AX/L))X
Zx = Zx - 1 + 20 p1 - (10A/L)(2X - 1)

A = P1 - (-P2)
K=L/A
P = P1 - A (X/L)
P' = ½ (P1 + P)
E = (AL) /8
F=E
T = 4E (X / L)^2
Zx = Zo + [P1 – (AX/2L)] X

B. Basic Conditions for Road Layout.

CLASS

Third order path (according to the service).

Guideline Speed ……..
Minimum Radio 15 m.
Exceptional Minimum Radio 15 m.
Normal Perch …….
Exceptional Slope …..
Track width 6-7 m.
Maximum Normal Slope …… %.
Exceptional Maximum Pending ……. %.
Minimum Slope ……. %.
Pumping ……. %.
Cut slope:
Fixed rock (V. H.) is not presented
Loose rock …:1
Compact Earth is not presented
Loose Earth does not present
Embankment slope:
Various lands 1:…..
Gutters …..

Class.

According to the importance and in accordance with the Standards for the Design of Local Roads. It is considered

third-class road, built with minimal earth movement, sufficient only to

provide a cross-sectional surface that allows the passage of a vehicle and whose alignments
Horizontals and verticals adjust to the terrain's inflections.

Guiding Speed.

It is the speed chosen for the design, understood to be the maximum that can be maintained.
agreement with the surface of the roadway and the topography of the terrain.

Surface of the Subgrade.

The width of the Subgrade is the necessary width in which the borrow material will be deposited.
The corresponding cut is given according to the slope and the height of the pavement Sub. - Base, Base, as applicable.
the case of each section.
Pumping.

The pumping considered for the specific case is ...% along its entire length, considering that this will be
replaced by superelevation in the curves.

Embankments.

The slopes will vary according to the type of material designed for the embankment, this is due to the
results obtained in the laboratory which must ensure the stability of the slope once
subject to their corresponding improvement.

Radios.

The radius allowed by the Standards for the Design of Local Roads specifies a minimum radius of 30.
meters and an exceptional minimum radius of 15 meters due to the topographic complexity, radii are adopted
exceptional minimums adapting at critical points.

R= Vd²
1.28 (p + f)

Where:
Vd = Directrix Velocity.
p = Slope.
F = Lateral friction factor.

Peralte.

The superelevation is determined based on the design speed and the radius of the curve, being very variable.
in the sections with many curves.
The cant will be given by:

P= V
2.28 R
Where:
P = Superelevation % expressed in integers
Design speed in Km/h.
R = Radius of the curves in meters.

About width.

The wide shoulder is the widening of the roadway surface due to a curvature, this is considered
according to the guide speed and the radius of the curve.

C. Evaluation of the Drainage System

There is an almost total absence of hydraulic works and drainage described in detail.
state of the minor drainage works found such as artisanal ditches, fords, and culverts
handcrafted.

THEORETICAL FRAMEWORK AND GEOMETRIC DEVELOPMENT

8.1 CLASSIFICATION OF THE ROAD NETWORK

8.1.1 Classification of Roads According to Their Function

GENERIC DENOMINATION IN PERU

PRIMARY RED NETWORK NATIONAL SYSTEM
Made up of roads that connect the main ones
cities of the nation with ports and borders.
2. SECONDARY RED ROAD
2. DEPARTMENTAL SYSTEM
They constitute the road network primarily circumscribed to the
zone of a department, division, policy of the nation, or in
economic influence zones; they constitute the roads
departmental trunk lines.

3. TERTIARY OR LOCAL ROAD 3. NEIGHBORHOOD SYSTEM

Composed of:

• Main neighborhood roads that connect small ones

populations.

• Feeder rural roads, connecting villages

and small settlements populations.
8.1.2. Classification According to Demand

HIGHWAYS

IMDA road with more than 4000 vehicles/day, with separated lanes, each with two or more lanes, with
total control of access (entries and exits) that provides completely continuous vehicle flow.
It will be referred to by the acronym A.P.

DUAL OR MULTI-LANE ROADS

From an IMDA of over 4000 vehicles/day, with separated roadways, each with two or more lanes; with control
partial access. It will be referred to by the acronym MC (Multilane).

FIRST CLASS ROADS

They are those with an IMDA between 4000-2001 vehicles/day of a two-lane road (DC).

SECOND CLASS ROADS

They are those of a two-lane road (DC) that support between 2000-400 vehicles/day.
Third Class Roads

Those are the ones on a roadway that support less than 400 vehicles/day.

• The road design of the neighborhood system < 200 vehicles/day is governed by the regulations issued by the
MTC for that purpose and that are not part of this Manual.
DRIVEABLE TRAILS

It is the lowest category of road passable for motor vehicles. Built with a minimum of
earth movement, which allows the passage of only one vehicle

8.1.3 Classification According to Orographic Conditions

TYPE 1 ROADS

Allows heavy vehicles to maintain approximately the same speed as that of the vehicles
light. The cross slope of the terrain, perpendicular to the axis of the track, is less than or equal to 10%.

TYPE 2 ROADS

It is the combination of horizontal and vertical alignment that forces heavy vehicles to reduce their
speeds significantly below those of passenger vehicles, without causing the
those operate at sustained speeds on the ramp for an extended period of time. The slope
The cross-section of the land, perpendicular to the axis of the road, varies between 10 and 50%.

TYPE 3 ROADS

It is the combination of horizontal and vertical alignment that forces heavy vehicles to reduce speed.
sustained speed on a ramp over considerable distances or at frequent intervals. The inclination
The cross-section of the terrain, normal to the axis of the road, varies between 50 and 100%.

TYPE 4 ROADS

It is the combination of horizontal and vertical alignment that forces heavy vehicles to operate at
lower sustained speeds on ramps than those at which they operate in mountainous terrain, for
significant distances or at very frequent intervals. The cross slope of the land, normal to
The axis of the road is greater than 100%.

8.1.4 Relationship between Classifications

TABLE104.01
CLASSIFICATION OF THE PERUVIAN ROAD NETWORK AND ITS RELATION TO

SPEED OF DESIGN
 PRIMERA SEGUNDA TERCERA
CLASSIFICATION SUPERIOR
CLASS CLASS CLASS
VEHICLE TRAFFIC/DAY
4000 4000 - 2001 2000-400 < 400
(1)
AP
CHARACTERISTICS MC DC DC DC
(2)
OROGRAPHY TYPE 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
SPEED DE
DESIGN:
30 KPH
40 KPH
50 KPH
60 KPH
70 KPH
80 KPH
90 KPH
100 KPH
110 KPH
120 KPH
130 KPH
140 KPH
150 KPH

AP Highway NOTE 2: In case a road classifies

as a first-class highway and despite
Multilane Road o Dual (two
Hello, it is desired to design a multi-lane road, the
pavements
the characteristics of this must be adapted to the
D.C. Two-lane road immediate superior order. Likewise if it is
Speed Selection Range a dual carriageway and a highway is desired to be designed,
NOTE 1: In type 3 and/or 4 areas, where there isthe requirements must be used
sufficient space and is justified by demand the immediate higher order minima.
the construction of a highway can be carried out with
NOTE 3: Cases not covered in the
roadways at different levels ensuring that both present classification will be justified by
the roads have the characteristics of said in accordance with what the MTC and its
classification. characteristics will be defined by it
entity.

8.1.- BASIC CRITERIA AND CONTROLS FOR DESIGN

8.1.1.- Design Vehicles

The characteristics of the design vehicles condition the different aspects of sizing.
geometric and structural of a road. Thus, for example:

The width of the adopted vehicle affects the width of the shoulder lanes and the branches.
The distance between the axes influences the width and the minimum internal and external radii of the rails.
in the branches.

The relationship of gross weight/power relates to the value of permissible slope and affects
the determination of the need for an additional uphill road and, for the purposes of capacity, in the
equivalence in light vehicles.

8.2.- ALIGNMENT AND REQUIRED POINTS.

In the construction of a road, the goal is always to keep the line on flat terrain.
the greatest possible extent, but always keeping it within the general route. This is not always
possible due to the topography of the terrain and so when we reach the foot of a slope the incline of the
The terrain exceeds the maximum allowed for that road, and it is necessary to develop the route.
Due to these necessary developments and the search for suitable steps, it is for this reason that the paths
result in greater length than that marked on the straight line between two points. However, it must be treated
always, as far as possible, that the alignment between two obligated points is as straight as
it can be adapted according to the topography of the region and also in accordance with the current and future traffic
from the road so that the improvements that will subsequently be carried out in the alignment are not
cause of a significant loss due to having to abandon sections of the path in which a lot has been invested
money. That is to say, one must have a vision of the future regarding the path to avoid failures.
subsequent economic ones, but it should also be kept in mind that straight sections longer than ten kilometers
they cause eye fatigue and a hypnosis in the driver that can lead to accidents. There is also
It should be noted that in the modern project of roads, they should be avoided as much as possible.
economically possible, passing through some of the streets of populated centers being preferable
build bypasses to these cores.

Based on the recognition, main obligated points and intermediate obligated points are located.
when the type of terrain has no topographical problems, these points will only be located according
with the geological or hydrological characteristics and the benefit or economy of the place, otherwise
requires a location that allows for the establishment of slopes within the guidelines or
technical specifications.

8.3 - PRELIMINARY DRAWING.

When the required points are located, they are then linked using a procedure.
what is required:

The trace of a supporting polygon as closely as possible to the established points,

with astronomical orientation, referenced PIS and deflections marked accurately
since it will be the basis of the final drawing.
2. The support polygon is an open polygon starting from a vertex or starting point.
driving stakes every 20 meters, and intermediate places until reaching the vertex
next. The clinometer or the vertical circle of is used for the location of these.
transit, using the desired slope.
The slope will be four units below the specified maximum where possible.
so that the worker in the cabinet has more possibilities to project the subgrade,
increasing the slope to the maximum if necessary to save volumes.
4. Leveling of the polygon, generally every 20 meters, which will be useful to define
contours of closed level curves every 2 meters.
5. Obtaining contour lines in a strip of 80 or 100 meters. On each side of the axis of the
path every 20 meters or important intermediate stations.
6. Drawing of lines and contour curves with relevant details such as crossings, constructions,
visible geological faults, etc.
As the drawing of the stroke and the contour lines can be projected in plan, the theoretical line of the path to
land hair, to project it a compass is used with an opening calculated according to the slope with
what is intended to be projected.

The separation of contour lines divided by the slope to be projected is the opening of the compass with the
Where will the points of the ground line be located using the same scale as the plan.

8.4. - FINAL LINE.

The definitive project of the stroke will be established over the drawing of the preliminary stroke, through tangents.
connected to each other through their PIS or points of intersection that will be used to link the tangents to
through horizontal curves; the longer the tangents are drawn, the better it will be
horizontal alignment with the consequence that prolonged markings imply greater movement of
volumes, so an attempt will be made to compensate this line on the left and right sides where possible
Possible and load the line towards the firm side where strong cross-sections appear each time.
that in the plan the project line crosses the preliminary line, this point L and its chainage will be marked.
and with a protractor, the angle X of crossing is determined. In the event that these lines do not cross, it
It will measure every 500 meters or every 1000 meters, the distance that separates one from the other to determine the
league points with which the final drawing will begin in the field.

When the final drawing is represented in plan, we can draw it before tracing it in the field.
a deduced profile, according to the data we have from the support polygon and the contour lines.

The procedure for drawing it is different from the one used with a normal profile since at each station
located on the theoretical line of the path, the elevation of the contour line at this point is assigned.
This profile gives us a clearer idea of how the volumes will be compensated according to the proposed trace.
including having some deduced sections to suppose a volume.

Once the definitive trace is drawn, it is proceeded to draw in the field to correct any error or improve it.
projected.

Having the line drawn on the ground requires the use of references in the PI, PC, PT, and PST, in order to be able to
relocate them again when the spinners or stakes that indicate their location are lost due to some circumstance.
localization, whether due to a delay or road construction.

To reference a point, angles and distances measured accurately are used, ensuring that the
references remain outside the right of way.

The points that define the line such as PI, PC, PT, and PST will be referenced, with no significant distance between them.
more than 500 meters.

The angles will be measured in quadrants, taking the axis of the path as the origin and in the PIS the origin will be
the tangent on the back side and the numbering of the reference points will be done in the direction of the
clock hands from inside out and starting ahead and to the right of the path, when
less will have two visuals with two P.R. each, remarkable trees can be used as visuals,
building edges, fixed posts, etc. in case none of these are found, tops will be placed with
Tack at each point and together with a stake with the reference number of the point and its distance to the axis of the
path.

Once I have located the preliminary drawing on the topographic maps, and have also decided the type of
road that will need to be built, it is necessary to define some of the important characteristics of the
road as they are, Project speed, Maximum curvature degree, Lengths, Superelevation,
and many others of great importance.

It is necessary to ensure that at all times the slope of our definitive stroke is never greater than the
maximum allowed slope.
POLYGONAL PRINCIPAL:

PI Station Northing Easting Distance Direction

PI-0 8250087.527 391657.220 159.930 N 11-59-36 W

PI-01 8250243.966 391623.987 79.766 S 84-01-59 W

PI-02 8250235.674 391544.653 54.740 S 58-18-24 W

PI-03 8250206.915 391498.076 42.251 N 68-10-55 W

PI-04 8250222.618 391458.851 58.037 N 06-10-13 E

PI-05 8250280.319 391465.090 128.621 N 56-03-57 W

PI-06 8250352.120 391358.375 140.025 N 81-33-39 W

PI-FINAL 8250372.670 391219.866

8.5.- Horizontal curve layout:

As seen in our final draft, we need to calculate a simple circular curve, with the
Data obtained from the classification table and types of road, we will proceed to calculate the curve.

For the calculation of a horizontal curve, it is necessary to draw the tangents to the curve and determine the
deflection angle of the tangent ( ), which in this case is 20°, the value of the is also necessary
degree of curvature of the circular curve (Gc), which in this case is proposed to be 10°, the degree of
the curvature of the circular curve is proposed while ensuring that the point where the curve begins and the point
where the curve ends does not overlap with any other existing curve, while also ensuring that it does not
surpassed the maximum degree of curvature according to the classification table and types of road.

With the calculated data, it is possible to draw the circular curve, as shown below.
THE ELEMENTS OF THE CURVES CALCULATED BY THE PROGRAM ARE
THE FOLLOWING

Alignment: ALIN IN UTM

alignment in real coordinates
Desc. Station Spiral/Curve Data Northing Easting
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
PI 0+000 8250087.527 391657.220
Length: 159.930 Course: N 11-59-36 W

-------------------------------------------------------------------------------
PI 0+159.930 8250243.966 391623.987
Length: 79.766
Delta: 83-58-25
-------------------------------------------------------------------------------
Tangent Data
0+000 8250087.527 391657.220
0+146.430 8250230.761 391626.792
Length: 146.430 Course: N 11-59-36 W
-------------------------------------------------------------------------------
Circular Curve Data
PC 0+146.430 8250230.761 391626.792
RP 8250227.644 391612.119
PT 0+168.414 8250242.563 391610.560
Delta: 83-58-25 Type: LEFT
Radius: 15,000 DOC: 381-58-19
Length: 21.984 Tangent: 13,500
Mid-Ord: 3.851 External: 5.180
Chord: 20.069 Course: N 53-58-48 W
It is: 5.180

-------------------------------------------------------------------------------
PI 0+234.681 8250235.674 391544.653
Length: 54.740 Course: S 58-18-24 W
Delta: 25-43-35
-------------------------------------------------------------------------------
Tangent Data
0+168.414 8250242.563 391610.560
211.845 8250238.048 391567.364
Length: 43.431 Course: S 84-01-59 W
-------------------------------------------------------------------------------
Circular Curve Data
PC 0+211.845 8250238.048 391567.364
RP 8250138.589 391577.760
PT 0+256.746 8250223.677 391525.223
Delta: 25-43-35 Type: LEFT
Radius: 100,000 DOC: 57-17-45
Length: 44.901 Tangent: 22.835
Mid-Ord: 2.510 External: 2.574
Chord: 44.525 Course: S 71-10-12 W
It is: 2.574

-------------------------------------------------------------------------------
PI 0+288.651 8250206.915 391498.076
Length: 42.251 Course: N 68-10-55 W
Delta: 53-30-41
-------------------------------------------------------------------------------
Tangent Data
0+256.746 8250223.677 391525.223
0+273.526 8250214.861 391510.945
Length: 16.780 Course: S 58-18-24 W
-------------------------------------------------------------------------------
Circular Curve Data
PC 0+273.526 8250214.861 391510.945
RP 8250240.387 391495.184
PT 0+301.544 8250212.536 391484.034
Delta: 53-30-41 Type: RIGHT
Radius: 30,000 DOC: 190-59-09
Length: 28.018 Tangent: 15.125
Mid-Ord: 3.212 External: 3.597
Chord: 27.011 Course: S 85-03-45 W
Is: 3.597

-------------------------------------------------------------------------------
PI 0+328.670 8250222.618 391458.851
Length: 58.037 Course: N 06-10-13 E
Delta: 74-21-08
-------------------------------------------------------------------------------
Tangent Data
0+301.544 8250212.536 391484.034
0+317.294 8250218.390 391469.412
Length: 15.750 Course: N 68-10-55 W
-------------------------------------------------------------------------------
Circular Curve Data
PC 0+317.294 8250218.390 391469.412
RP 8250232.316 391474.987
PT 0+336.760 8250233.928 391460.074
Delta: 74-21-08 Type: RIGHT
Radius: 15,000 DOC: 381-58-19
Length: 19.465 Tangent: 11.376
Mid-Ord: 3.048 External: 3.826
Chord: 18.128 Course: N 31-00-21 W
Is: 3.826

-------------------------------------------------------------------------------
PI 0+383.421 8250280.319 391465.090
Length: 128.621 Course: N 56-03-57 W
Delta: 62-14-10
-------------------------------------------------------------------------------
Tangent Data
0+336.760 8250233.928 391460.074
0+371.348 8250268.315 391463.792
Length: 34.588 Course: N 06-10-13 E
-------------------------------------------------------------------------------
Circular Curve Data
PC 0+371.348 8250268.315 391463.792
RP 8250270.465 391443.908
PT 0+393.072 8250287.059 391455.072
Delta: 62-14-10 Type: LEFT
Radius: 20,000 DOC: 286-28-44
Length: 21.725 Tangent: 12.073
Mid-Ord: 2.878 External: 3.362
Chord: 20.672 Course: N 24-56-52 W
Es: 3.362

-------------------------------------------------------------------------------
PI 0+509.620 8250352.120 391358.375
Length: 140.025 Course: N 81-33-39 W
Delta: 25-29-42
-------------------------------------------------------------------------------
Tangent Data
393.072 8250287.059 391455.072
0+498.308 8250345.806 391367.760
Length: 105.236 Course: N 56-03-57 W
-------------------------------------------------------------------------------
Circular Curve Data
PC 0+498.308 8250345.806 391367.760
RP 8250304.322 391339.848
PT 0+520.557 8250353.780 391347.186
Delta: 25-29-42 Type: LEFT
Radius: 50,000 DOC: 114-35-30
Length: 22.249 Tangent: 11.312
Mid-Ord: 1.232 External: 1.264
Chord 22.065 Course: N 68-48-48 W
It: 1.264

-------------------------------------------------------------------------------
PI 0+650 8250372.670 391219.866
-------------------------------------------------------------------------------
Tangent Data
0+520.557 8250353.780 391347.186
0+650 8250372.670 391219.866
Length: 128.713 Course: N 81-33-39 W

8.6. - LEVELING.
Just as the preliminary line was leveled, now with the definitive line, leveling must be done.
profile, obtaining the elevations of the stations every 20 meters or those where they occur
important details such as variable intermediate heights, river crossings, location of channels, etc.
level banks will be placed approximately every 500 meters and the executed work will be reviewed with
differential leveling back and forth, double connection point or double height of the device.

In the leveling record, the elevations of the banks must be noted, approximate to the millimeter and
the elevations of the stations approximate to the centimeter.

8.7. - SUBGRADE PROJECT.

The subgrade is a sequence of straight lines that are the slopes connected by vertical curves.
trying to compensate for the cuts with the embankments. The slopes are projected to the tenth with
exception of those in which a limit is set in advance for a specific PI. The conditions
Topographic, geotechnical, hydraulic, and the cost of earthworks define the subgrade project, due to
Hello, it is required to carry out several tests to determine the most suitable one. Once projected the
Vertical tangents are connected using parabolic curves.

8.8.- CUTTING AREAS AND EMBANKMENT.

The following cutting and embankment areas were omitted from the calculation of the most economical subgrade.
this procedure can be simple if the profile and the subgrade are drawn in the AutoCAD program, as
that it is only necessary to change the subgrade location and ask the computer to calculate the area, this
to be able to compare the cut and fill areas until reaching the most economical point.

8.8.1.- Highway alignment sections.

Another aspect for which the determination of construction sections is necessary is the
The fact that these are the indicators of the amount of cut and fill necessary for the road.
PHOTOGRAPHIC FILE
PLANS