TRANSPORTATION

ENGINEERING
COURSE CODE: 21CV62
Course Learning Objectives
(CLO’s)

1. To learn the fundamentals of transportation engineering.

2. To learn the geometry and design of various components of

Highways, Railways and Airports

3. To learn the basics of pavement materials and pavement design

4. To learn the importance of Harbors, Docks and Tunnels in

Transportation engineering and economics of highways.
Unit 1 (8 hours)
Introduction:
◦ Importance of Transportation Engineering- Jayakar Committee
Recommendations & Implementations
◦ Comparison of different modes of transportation
◦ Role of railways in transportation, Indian Railways
◦ Layout of an airport with component parts and functions, Site selection for
airport, Aircraft characteristics affecting the design and planning of airport,
Airport classification
◦ Harbour classifications, Layout with components, Natural phenomenon
affecting the design of harbors
Unit 2 (8 hours)
Highway Geometric Design:
◦ Importance, Factors Controlling The Design of Geometric Elements-
Highway Cross Sectional Elements,
◦ Sight distance and Types, Horizontal Alignment, Design of
Superelevation, Extra Widening,
◦ Vertical Alignment, Types, Design of Vertical Alignment, Problems on
above.
Unit 3 (8 hours)
Pavement Materials and Design:
◦ Properties and Requirements of subgrade soil, classification
(HRB)CBR Test (IRC & AASHTO methods) and problems
◦ Aggregates-Basic properties-Bituminous materials-Requirements of
Bitumen-Tests on Bitumen
◦ Types of pavements-Introduction to Flexible and Rigid pavements,
considerations for flexible and rigid pavement design, Stresses in
flexible and rigid pavement.
Unit 4 (8 hours)
Geometric Design of Railway:
◦ Uniformity and Selection of Gauges, Gauges and types,
◦ Coning of wheels and tilting of rails, Rails-Functions-requirements—types
and sections
◦ Safe speed on curves, Cant-cant deficiency-negative cant-safe speed based
on various criteria,(both for normal and high speed tracks) Transition
curve, Gradient and types, grade compensation, Problems on above
Runway Design:
◦ Runway orientation using wind rose with examples, Basic runway length
Corrections and examples, Runway geometrics
Unit 5 (8 hours)
Harbors, Docks and Tunnels:
◦ Breakwater-Types Wharf and Quays, Jetties and Piers
◦ Dry dock and wet docks, Slipways, Navigational aids, warehouse and transit-shed.
◦ TUNNELS: Advantages and disadvantages, Size and shape of tunnels

Highway Economics:
◦ Highway user benefits, VOC using charts only- Examples
◦ Economic analysis annual cost method-Benefit Cost Ratio method, Examples
◦ Highway financing-BOT-BOOT concepts, PPP model, Toll roads.
 Reference Books:

1 Dr. S. K. Khanna, Dr. C. E. G. Justo and Dr. Veeraragavan, “Highway Engineering”, Nem Chand and Bros.,
Revised tenth edition,2015, Roorkee, India.
2 Dr. L. R. Kadiyali, “Traffic Engineering & Transport Planning”, Khanna Publishers, Seventh edition, 2007,
New Delhi, India.
3 S. C. Saxena and S. P. Arora, “Railway Engineering”, Dhanpat Rai Publications Private Limited, New
Delhi.2010
4 Khanna S. K., Arora M. G. and Jain S. S., “Airport Planning and Design”, Nemchand and Brothers,
Roorkee.1999
5 B. L. Gupta and Amit Gupta, “Roads, Railways, Bridges, Tunnels and Harbours Dock Engineering”,
Standards Publishers Distributors, New Delhi, 1978.
6 Satish Chandra and M. M. Agarwal, “Railway Engineering”, Oxford University Press, Newyork,2013.
Course Outcomes (COs)

Bloom’s
At the end of the course, students will be able to:
Level
1. Understand the fundamentals of Transportation engineering. L2
2. Design the geometric components of Highways, Railways and
Airports. L3
3. Understand the properties of different materials used for
pavement construction and to understand the concepts of L2
pavement design
4. Understand components of Harbors, Docks, Tunnels and
L2
economics of Highways.
Comparison of different modes of Transport
Characteristics of road transport
• Roads are used by various types of road vehicles, like passenger cars,
buses, trucks, pedal cycle and animal drawn vehicle.
• It requires a relatively small investment for the government.
• It offers a complete freedom to road users to transfer the vehicle from one
lane to another and from one road to another according to need and
convenience.
• Speed and movement is directly related with the severity of accident.
• Road transport is the only means of transport that offers itself to the
whole community alike.
Highway Development in
India

•Jayakar Committee (1927)

•Central Road Fund (1929)
•Indian Roads Congress (IRC), 1934
•Central Road Research Institute (CRRI), 1950
•Motor vehicle act (1936)
•National Highway Authority of India (NHAI),1995
•First twenty year road plan ( 1943-61 )
•Second twenty year road plan ( 1961-81 )
•Highway Research board ( 1973 )
•National Transport Policy committee ( 1978 )
•Third twenty year road plan ( 1981-2001 )
JayakarCommittee,1927

◦ After the first World War, motor vehicle using the roads increases, this
demanded a better road network.
◦ In 1927,Indian road development committee was appointed by the government
with M.R. Jaykar as chairman.
◦ Road development in the country should be made as a national interest since
local govt. do not have financial and technical capacity for road development.
◦ An extra tax should be levied on petrol from road users to create the road
development fund.
◦ To establish a semi-official ,technical institution to pool technical knowledge,
sharing of ideas and to act as an advisory body.
◦ To create a national level institution to carry research , development works and
consultation.
Central Road Fund

◦ It was formed on 1st March 1929

◦ The consumers of petrol were charged an extra leavy of 2.64 paisa per
litre of petrol to built up this road development fund.
◦ From this 20% of annual revenue is to be retain as a central revenue for
research and experimental work expenses..etc
◦ Balance 80% is allowed by central govt. to various states based on actual
petrol consumption or revenue collected.
Central Road Fund , 1929 CRF Act , 2000
Distribution of 100% cess on petrol as follows:
◦ 57.5% for NH
◦ 30% for SH
◦ 12.5% for safety works on rail-Road crossing.
50% cess on diesel for Rural Road development
1. http://
[Link]/Acts/[Link]
2. https://
[Link]/billtrack/central-road-fund-amendment-bill-
2017
3. [Link]
h/The%20Central%20Road%20Fund%20amd%20bill%20-%2
[Link]
IRC
The Indian Roads Congress (IRC) is the Apex Body of Highway
Engineers in the country.
The IRC was set up in December, 1934 on the recommendations
of the Indian Road Development Committee best known as
Jayakar Committee set up by the Govt. of India with the objective
of Road Development
[Link]
d=1nt in India
.
Indian Roads Congress, 1934

◦ Central semi official technical body known as IRC was formed in 1934.
◦ To provide national forum for regular pooling of experience and ideas on
matters related to construction and maintenance of highways.
◦ It is a active body controlling the specification, standardization and
recommendations on materials, design of roads and bridges.
◦ It publishes journals, research publications and standard specifications
guide lines.
◦ To provide a platform for expression of professional opinion on matters
relating to roads and road transport.
Motor vehicle act

◦ It was formed in 1939

◦ To regulate the road traffic in the form of traffic laws,
ordinances and regulations.
◦ Three phases primarily covered are control of driver,
vehicle ownership and vehicle operation
◦ It was revised on 1988
CRRI in New Delhi
Central Road Research Institute (1950)

◦ Engaged in carrying out research and development projects.

◦ Design, construction and maintenance of roads and runways, traffic and
transportation planning of mega and medium cities, management of roads
in different terrains
◦ Improvement of marginal materials.
◦ Utilization of industrial waste in road construction. Land slide control.
Ground improvements, environmental pollution.
◦ Road traffic safety.
CSIR-Central Road Research Institute (CRRI), a premier national laboratory
established in 1952, a constituent of Council of Scientific and Industrial Research
(CSIR) is engaged in carrying out research and development projects on design,
construction and maintenance of roads and runways, traffic and transportation
planning of mega and medium cities, management of roads in different terrains,
improvement of marginal materials, utilization of industrial waste in road
construction, landslide control, ground improvements environmental pollution, road
traffic safety and analysis & design, wind, fatigue, corrosion studies, performance
monitoring/evaluation, service life assessment and rehabilitation of highway &
railway bridges.
The institute provides technical and consultancy services to various user
organizations in India and abroad. For capacity building of human resources in the
area of highway Engineering to undertake and execute roads and runway projects,
Institute has the competence to organize National & International Training
Programmes continuing education courses since 1962 to disseminate the R&D finding
to the masses.
Ministry of Road Transport & Highways

◦ Planning, development and maintenance of National Highways in

the country.
◦ Extends technical and financial support to State Governments for
the development of state roads and the roads of inter-state
connectivity and economic importance.
◦ Evolves standard specifications for roads and bridges in the
country.
◦ It stores the data related to technical knowledge on roads and
bridges.
Highway Research Board

◦ To ascertain the nature and extent of research

required
◦ To correlate research information from various
organization in India and abroad.
◦ To collect and correlation services.
◦ To collect result on research
◦ To channelize consultative services
RAILWAYS
 INTRODUCTION
 Water Transportation is concerned with conveyance of people and goods in vehicles that
float upon water.

 Waterways have great historic importance in the development of civilizations and in the
growth of nations.

 Rivers and seas provided primitive man with his first facility for mass transportation of
goods.

 Waterways can be classified broadly as Oceanic waterways and inland waterways.

 INTRODUCTION
 Oceanic waterways are concerned with the conveyance of people and goods primarily across the
ocean between continents or island.

 Inland waterways consist of water transportation on rivers, lakes and canals within the main
land.

River transportation became popular in India since 1855.

The total perennial waterways in India are 65,600 km out of which 41,600 km are of rivers and
24,000 km canals.
 ADVANTAGES OF WATER TRANSPORTATION

•Around the world 82% of International trade in tons and 94% of world trade in tons-kilometers are moved by
shipping and thereby through ports.
•Specific function, objectives and the advantages derived from water transportations facilities are summarized
below:

 Easiest and cheapest mode of communication by utilization of natural surfaces of canals, rivers and oceans, as
the element of friction during traction and maintenance are less than road transport.
 Require cheap manual, wind and steam motive power.

 Higher load carrying capacity for bulky and heavy commodities.

 Development of industry.

 Development of commerce and expansion of trades.

ADVANTAGES OF WATER TRANSPORTATION

 Development of agriculture.
 Development of natural resources and their effective use.
 Discovery of new island is possible.
 Development of economic progress and international contact.
 Provide enhanced mobility and promotes social and political unity.
 Assistance in the problem of national defense.
DISADVANTAGES OF WATER TRANSPORTATION

 It requires more time due to slow speed and circuitous routes. Final docking stages require
greater skill.
 Mountainous rivers and waterfalls hinder water transportation. Require better position
fixing and obstruction detecting systems to avoid surface collision.
 Frequent storms results in great loss of life and material.
 Rapid growth in demand which is more than the capacity of existing facilities.
 Vessels oil spillage, noise smoke and fumes cause pollution and endanger marine lives.
 Uncertainty problem, like energy shortage problem due to political and natural causes.
 Energy conservation concern because of energy problem of transportation development.
 Harbour & Port:-
HARBOUR:-
It is partly enclosed area which provides safe and suitable accommodation for supplies,
refueling, repair, loading and unloading cargo.

PORT:-
A port is a harbour where marine terminal facilities are provided.
A port is a place which regularly provides accommodation for the transfer of cargo and
passengers to and from the ships.

Port = Harbour + Storage Facility + Communication Facility + Other Terminal Facility.

From above,
It can be stated that a port includes a harbour i.e. every port is a harbour.
Harbour Components:-
 Harbour Components:-
ENTRANCE CHANNEL:-
Water area from which ships enter in the harbour and it should have sufficient width, 100 for
small harbour, 100 to 160m for medium and 160 to 260m for large harbour.
BREAK WATER:-
A protective barrier made up of Concrete or Course Rubble Masonry constructed from
shore towards the sea to enclose harbour .
TURNING BASIN:-
It is water area which is required for maneuvering the ship after entering to the harbour and
it is large enough to permit free turning.
SHELTER BASIN:-
It is area protected by shore and breakwater.
 Harbour Components:-

PIER:-
It is a solid platform at which berthing of ships on both the sides are possible.
WHARF:-
It is a docking platform constructed parallel to shoreline providing berthing facility on one
side only.
QUAY:-
It is also dock parallel to the shore which is solid structure providing berthing on one side
and retaining the earth on the other.
DRY DOCK:-
It is a chamber provided for maintenance, repairs and construction of ships. It
includes walls, floor and gate.
 Harbour Components:-
WET DOCK:-
Due to variation in tidal level, an enclosed basin is provided where in number of ships can
be berthed. It has an entrance which is controlled by a lock gate.
JETTY:-
It is a solid platform constructed perpendicular to the shoreline for berthing of ships.
 Harbour Components:-

Entrance Channel
Break Water
Turning Basin
Shelter Basin
Pier
Wharf
Quay
Dry Dock
Wet Dock
Jetty
ENTRANCE CHANNEL:-

Water area from which ships enter in the harbour and it should have
sufficient width, 100 for small harbour, 100 to 160m for medium and 160 to 260m for large
harbour.
BREAKWATER
Breakwater is a protective barrier constructed to form an artificial
harbour with a water area so protected from the effect of sea waves as to provide
safe accommodation for shipping.

Alignment Should be…..

 As straight as possible
Intersection angle not >60°
In open sea, alignment should be curved to reduce the effects of waves.
BREAKWATER (conti…)
BREAKWATER (conti…)
 Arrangement of Breakwater:-

Having Two Entrance Gate

TURNING BASIN:-
It is water area which is required for maneuvering the ship after
entering to the harbour and it is large enough to permit free turning.
PIER:-
It is a solid platform at which berthing of ships on both the
sides are possible.
WHARF:-
It is a docking platform constructed parallel to
shoreline providing berthing facility on one side only.
QUAY:-
It is also dock parallel to the shore which is solid
structure providing berthing on one side and retaining the earth on the other.
DRY DOCK:-
It is a chamber provided for maintenance, repairs and
construction of ships. It includes walls, floor and gate.
WET DOCK:-
Due to variation in tidal level, an enclosed basin is provided where in
number of ships can be berthed. It has an entrance which is controlled by a lock
gate.
JETTY:-
It is a solid platform constructed perpendicular to the shoreline
for berthing of ships.
Requirements Of Good Harbour:-
It should be connected with roadway and railway.
Surrounding land should be fertile and densely populated.
Ship channels must have sufficient depth for draft or vessel.
Breakwaters must be provided to protect against destructive wave action.
The bottom should furnished secure anchorage to hold ships against the wind force.
Numbers of quay, piers and wharfs should be sufficient for loading and unloading cargo.
It should have facilities like fuel, repair and etc. for ships.
Harbour area should be sufficiently large.
It should have enough cold storage.
Classification Of Harbours:-
CLASSIFICATION BASED ON THE PROTECTION NEEDED

Natural Harbour:-
Harbour protected by storms and waves by natural land contours, rocky out crops, or island that is called
Natural Contour. (Eg. Kandla port, Cochin port & Mumbai Harbour)
Classification Of Harbours:-
CLASSIFICATION BASED ON THE PROTECTION NEEDED

Semi - Natural Harbour:-

A semi – natural harbour is protected on the sides by the contours of land and requires manmade protection only to
the entrance. (Eg. Mandvi, Veraval & Visakhapatnam port)
Classification Of Harbours:-

CLASSIFICATION BASED ON THE PROTECTION NEEDED

Artificial Harbour:-
An artificial harbour is one which is manmade and protected from storms and waves by engineering works.
(Eg. Chennai Harbour)
Classification Of Harbours:-

CLASSIFICATION BASED ON UTILITY

Commercial Harbour:-
It is an harbour in which docks are provided with necessary facilities for loading and unloading of cargo.
(Eg. Chennai Harbour)

Refuge Harbour:-
These are used as a heaven for ships in a storm or it may be part of a commercial harbour.
(Eg. Chennai Harbour & Visakhapatnam Harbour)
Classification Of Harbours:-

CLASSIFICATION BASED ON UTILITY

Military Harbour:-
It is a naval base for the purpose of accommodating naval ships or vessels and it serves as a supply depot.
(Eg. Mumbai Harbour & Cochin Harbour)

Fishing Harbour:-
These harbours have facilities for departure and arrival of fishing ships. They have also necessary arrangement to
catch fish.
Classification Of Harbours:-
CLASSIFICATION BASED ON LOCATION

Ocean Harbour
River Harbour
Canal Harbour
Lake Harbour
Site Selection For Harbour:-
Great care ahs to be exercised at the time of making selection of site for a harbour. The
guiding factors which play a great role in choice of site for a harbour are as follows:
Availability of cheap land and construction material;
Transport and communication facilities;
Natural protection from winds and waves;
Industrial development of the locality;
Sea – bed, subsoil and foundation conditions;
Traffic potentiality of harbour;
Availability of electrical energy and fresh water;
Favorable marine conditions;
Defense and strategic aspects; etc.