Question 1 (Compulsory)

(a) Neatly sketch a typical cross-section of a standard urban trunk road with clear
annotation of all the important geometrical configurations. You are required to
explain the key functions of three of the major elements in the geometrical
configurations (maximum 300 words). (6 marks)

The three major elements are shoulder, carriageway and central reserve.

1. Shoulders:
i. Reserve for dead vehicles.
ii. Spare carriageway for emergency use when some of the lanes are closed
for maintenance or traffic diversion
iii. Reserve for the underground utilities.
2. Carriageway: Provide the space that moving vehicles occupy during normal
operations.
3. Central Reserve:
i. Separator of the opposing traffic
ii. Reserve for the underground utilities
iii. Planter to improve the aesthetic environment
(b) Retaining wall is not taught.
(c) Estimate the length of a vertical curve connecting an ascending road section 3.2%
gradient with a descending road section 3.5% gradient. The design speed of this road
is 70 km/h and an overtaking sight distance of 350 m will be provided. (9 marks)
G=3.2-(-3.5) = 6.7%
By TPDM, we can find that the desirable stopping sight distance for 70km/h is 120m
Consider the stopping sight distance, we assume S>L, then the length of the curve
will be:
2
200(√ℎ1 + √ℎ2)
𝐿 = 2𝑆 −
𝐺
2
200(√1.05 + √0.26)
𝐿 = 2(120) −
6.7
 470.9976
𝐿 = 240 −
6.7
𝐿 = 169.7𝑚
Because 120<169.7, therefore this is invalid.
Assume S<L, then the length of the curve will be:

𝐺𝑆 2
𝐿= 2
200(√ℎ1 + √ℎ2)

6.7 ∗ 1202
𝐿= 2
200(√1.05 + √0.26)

𝐿 = 204.8𝑚
𝐿 = 205𝑚
Because S<L, therefore this is valid.
So, for stopping sight distance 120m, we need to provide a 205m curve.

Consider the overtaking sight distance 350m, Assume S<L:

𝐺𝑆 2
𝐿= 2
200(√ℎ1 + √ℎ2)

6.7 ∗ 3502
𝐿= 2
200(√1.05 + √1.05)

𝐿 = 977.1𝑚
𝐿 = 978𝑚
Because S<L, therefore it is valid.
And because 978m>205m, so the final length of the curve is 978m.

Question 2
(a) Briefly explain the fundamental considerations in the design of highway
infrastructure. (8 marks)
1. Safety: The principal goal of the traffic engineer remains the provision of a safe
system for highway traffic.
2. Comfort: The design of physical characteristics of vehicles and roadways, so the
driver can have a more comfortable driving experience.
3. Economy: Minimize the cost of construction while maintaining the quality of the
highway.
4. Speed: To provide fastest speed under safe condition.
(b) State the hierarchy of roads adopted in Hong Kong and explain the purposes of
formulating this hierarchy.
(8 marks)
The hierarchy from increasing accessibility and decreasing mobility: Limited-access
facilities, arterials, collectors and local streets.

Purposes of formulating this hierarchy is to:

i. Establish logical and integrated system
ii. Relate geometric design standards and traffic control to the roads in reach
class
iii. Establish basis for developing long-range program, improvement priorities

(c) A highway curve with radius of curvature of 1000 m is connected to two straight
sections by transition curves. The design speed of the road is 110 km/h and the
acceptable rate of change of radial acceleration is 0.3 m/s3. Determine:
i. Length of transition curve (4 marks)

𝑉3
𝐿=
46.6𝑐𝑅
1103
𝐿=
46.6(0.3)(1000)
𝐿 = 95.21𝑚
𝐿 = 96𝑚

ii. Length of shift (5 marks)

𝐿2
𝑆=
24𝑅
962
𝑆=
24(1000)
𝑆 = 0.384𝑚
Question 3
(a) With the help of the equation form of a transition curve, explain how it can get rid
of the sudden imposition of centrifugal force at a tight bend of a highway. (8 marks)

(b) With a simple sketch, explain how the super-elevation is gradually applied along
the transition curve, which connects a centre-cambered straight road section to a
circular curved road section. (5 marks)

The gradient of the superelevation is gradually increased to the circular curve, where
it obtains the maximum superelevation, and remains constant on the curve, the
gradient is then gradually decreased when in the next transition curve.
(c) Calculate the length of a transition curve connecting a straight road section to a
circular road section. The circular road section has a radius of curvature of 350m. The
straight road section is centre-cambered with a crossfall of 3%. The road is a 4-lane
rural highway (14m wide and 2-way traffic). The design speed is 110 km/hr. You may
adopt the allowable rate of change of radial acceleration of 0.36 m/s3; the allowable
rate of change of superelvation is 1.2% and the maximum super-elevation is same as
the crossfall. With the insertion of this transition curve, will a protected old tree
standing at 1 m from the hillside kerb of the original circular carriageway (i.e.,
without transition curve) be affected? (12 marks)

R=350m, crossfall= 3%, v=110km/hr, C=0.36m/s3, D=14/4=3.5m, e=1.2%, emax=3%

𝑣2
𝑒 = 45%( )
127𝑅
1102
𝑒 = 45%( )
127(350)
𝑒 = 0.1225
Criteria 1
𝐿 ≥ 200𝐷𝑒
𝐿 ≥ 200(3.5)(0.1225)
𝐿 ≥ 86𝑚
Criteria 2

𝑉3
𝐿≥
𝑐𝑅
1103
𝐿≥
0.36(350)
𝐿 ≥ 227𝑚

𝐿2
𝑆=
24𝑅
2272
𝑆=
24(350)
𝑆 = 6.14𝑚
Because 6.14m>1m, so the tree will be affected.
(a) DRAW and LABEL typical flexible pavement structures in Hong Kong. DESCRIBE the
difference between bound and unbound materials, and INDICATE which layers are
bound layers and which layers are unbound layers. (7 marks)

Unbound materials are mainly referred to the soils used in lower courses while
bound materials are mainly referred to HMA and PCC used in roadbase and surfacing.

(b) What are JPCP, JRCP and CRCP? What are their major differences? (6 marks)
JPCP is Jointed Plain Concrete Pavement
JRCP is Jointed Reinforced Concrete Pavement
CRCP is Continuously Reinforced Concrete Pavement
The major difference is the spacing distance of the reinforcing steel of these
pavements are different.
(c) DEFINE the bulk specific gravity (Gsb) and apparent specific gravity (Gsa) of
aggregate. If Gsb and Gsa are known, DERIVE the equation to calculate surface air
void percentage in terms of the total volume of aggregate. (6 marks)

𝑤𝑒𝑖𝑔ℎ𝑡 𝑜𝑓 𝑡ℎ𝑒 𝑠𝑜𝑙𝑖𝑑

𝐺𝑠𝑏 =
(𝑣𝑜𝑙𝑢𝑚𝑒 𝑜𝑓 𝑎𝑖𝑟 𝑎𝑛𝑑 𝑤𝑎𝑡𝑒𝑟 + 𝑣𝑜𝑙𝑢𝑚𝑒 𝑜𝑓 𝑠𝑜𝑙𝑖𝑑) ∗ 𝑦𝑤
𝑤𝑒𝑖𝑔ℎ𝑡 𝑜𝑓 𝑡ℎ𝑒 𝑠𝑜𝑙𝑖𝑑
𝐺𝑠𝑎 =
(𝑣𝑜𝑙𝑢𝑚𝑒 𝑜𝑓 𝑠𝑜𝑙𝑖𝑑) ∗ 𝑦𝑤
𝑤𝑒𝑖𝑔ℎ𝑡 𝑜𝑓 𝑡ℎ𝑒 𝑠𝑜𝑙𝑖𝑑
𝐺𝑠𝑏 =
(𝑣𝑜𝑙𝑢𝑚𝑒 𝑜𝑓 𝑎𝑖𝑟 𝑎𝑛𝑑 𝑤𝑎𝑡𝑒𝑟 + 𝑣𝑜𝑙𝑢𝑚𝑒 𝑜𝑓 𝑠𝑜𝑙𝑖𝑑) ∗ 𝑦𝑤
𝐺𝑠𝑏 𝑉𝑠
=
𝐺𝑠𝑎 𝑉𝑠 + 𝑉𝑣𝑜𝑖𝑑
𝐺𝑠𝑏 𝑉𝑠 𝑉𝑣𝑜𝑖𝑑
1− = 1− =
𝐺𝑠𝑎 𝑉𝑠 + 𝑉𝑣𝑜𝑖𝑑 𝑉𝑠 + 𝑉𝑣𝑜𝑖𝑑
Therefore, the surface air void percentage in terms of the total volume of aggregate
is equal to:
𝐺𝑠𝑏
(1 − ) ∗ 100%
𝐺𝑠𝑎

(d) What are the main factors causing pavement surface roughness? (6 marks)
(NOT FINISHED)
The texture of the pavement surface, mix type (Discontinuity and void)
Question 5 (a) What are the main differences between Dowel Bars and Tie Bars in
concrete pavements? How to determine the size of dowel bar? (5 marks)

The main difference between dowel bars and tie bars is that dowel bars are used for
transverse joints, while tie bars are used for longitudinal joints. Tie bars are used to
maintain aggregate interlock between slabs, while dowel bars are used for load
transferring between slabs.
The size of dowel bar is determined by the depth of the pavement, the thicker the
pavement, the larger the dowel bar used.

(b) Compare open-graded, gap-graded, and dense-graded HMA in terms of their

aggregate gradation, permeability, layer to be used, and function, by completing the
following table. (6 marks)

(c) DEFINE dry density of soil. Which test is performed to determine the maximum
density of soil?

The dry density of soil is equals to the ratio of the mass of dry soil to the total volume
𝑊𝑠
𝑉𝑡𝑜𝑡𝑎𝑙
The Marshall test is used to determine the maximum density of soil.
(a) What are the content, goal, and service targets of transportation engineering?
(6 marks)

For content, is the application of technology and scientific principles to the planning,
functional design, operation, and management of facilities of transportation systems.
For goal, is in order to provide for the safe, rapid, comfortable, convenient,
economical, and environmentally compatible movement of people and goods.
For service target, users of transportation systems. i.e. people and goods.

(b) Describe the advantages and disadvantages of open-graded HMA. What are the
two common types of open-graded HMA and what are their main differences?
(7 marks)

The advantages of open-graded HMA is that it can reduce tire splash and tire-road
noises, because it is permeable and have large air voids. The disadvantages is that it
is easier to ravel and age as oxygen has access to higher surface area of the HMA
because of higher air content.
The two common types of open-graded HMA are Open-Graded Friction Course
(OGFC) and Porous Asphalt Mixes (PA). The differences is that OGFC has a lower air
void percentage than PA, lower aggregates standards than PA, and PA requires the
use of asphalt binding modifiers, OGFC does not.

(c) What are the three main components of asphalt cement? Which tests can be
conducted to simulate the short-term and long-term aging, RESPECTIVELY, in the lab?
After aging, the percentage of which component will be increased? (6 marks)

The three main components for asphalt cement are asphaltenes, resins and oils.
Thin film oven test and roller thin film oven test is used to simulate short-term aging,
the pressure aging vessel test is used simulate long-term aging.
After aging, the percentage of resins will be increased as more volatile components
like oil is lost due to aging and at a greater rate than resin, so the percentage of resins
in the asphalt cement increases.

(d) is out c