Horizantal aligment The propose of use the horizontal aligment is

Material Characteristics:
The strength of sub-grade soil and other granular materials in the sub-base / base courses is generally determined in terms of CBR on samples compacted to the specified densities at optimum moisture contents. For the design procedure adopted by AASHO, the strength in determined in terms of the resilient modulus (Mr). Charts for estimating the layer coefficients for granular bases and sub-bases from values are available. Sub grade. This is the upper layer of the natural soil which may be undisturbed local material or may be soil excavated elsewhere and placed as fill. In either case it is compacted during construction to give added strength.

Design Controls
The major controls that influence the geometric design of highways include topography, the design vehicle, driver performance, traffic characteristics, highway capacity, access control and management, the pedestrian, bicycle facilities, and safety. Other controls such as esthetics, environment, economics, and public concerns are important and are usually considered on the preliminary location study of the road project.

1Design Vehicle
A design vehicle is a vehicle with representative weight, physical dimensions, and operating characteristics, used to establish highway design controls for accommodating vehicles of designated classes. Each design vehicle has larger dimensions and a larger minimum turning radius than most vehicles in its class. Four general classes of design vehicles have been established: passenger cars, buses, trucks, and recreational vehicles. The dimensions of 20 design vehicles within these general classes are given by AASHTO. The design vehicle selected for geometric design is the largest vehicle likely to use the highway with considerable frequency or a vehicle with special characteristics appropriate to a particular intersection for determining the radii at intersections and the radii of turning roadways.

Driver Performance
tunnel should be designed to be compatible with driver capabilities and limitations. Information about the performance of the drivers (how they interact with the highway and its information) is useful in highway design and operations. Since it is not generally possible to reduce errors caused by innate driver deficiencies, a forgiving design that lessens the consequences of failure should be implemented. In addition, a positive guidance approach should be applied to design. Here are some examples : The design should focus a drivers attention on the safety-critical elements by providing clear sight lines and good visual quality. The design should take into account the longer reaction time required for complex decisions by providing adequate decision sight distance. On high-speed facilities, guidance activities should be simplified because speed reduces the visual field, restricts peripheral vision, and limits the time available to process information.

1.3.3 Traffic Characteristics

Traffic characteristics include traffic volume, directional distribution, traffic composition, and speed. Design volume and composition determine the highway type, required roadway width, and other geometric features. The basic measure of the traffic demand for a highway is the average daily traffic (ADT). This measure is used for selecting geometric design guidelines for tertiary and secondary roads. For primary highways, the design hourly volume (DHV), a two-way volume, is used and is generally defined as the 30th highest hour volume of a designated year. The ratio of the DHV and ADT, P, varies only slightly from year to year. For design of a new highway, P can be determined using existing traffic volumes of similar highways. The typical range of P is 12 to 18% for rural highways and 8 to 12% for urban highways .

1.3.4 Highway Capacity

The required number of lanes of a tunnel depends on the DHV and the level of service intended for the design year. The Highway Capacity Manual [4], defines six levels of service ranging from level-ofservice A (least congested) to level-of-service F (most congested). Table 1.1 shows the AASHTO-

recommended design levels of service for different highway classes and locations. These levels of service are based on criteria for acceptable degrees of congestion. Table 1.1. Guidelines for Selection of Design Levels of Service

1.3.5 Design Speed

Design speed is a selected speed used to determine various geometric design features of the roadway. Nearly all geometric design elements are directly or indirectly influenced by design speed. However, the most physical factors which may influence the selection of design speed on two-lane highways are: vertical gradient, horizontal curvature, sight distance, pavement roughness and road width. Of these, gradient and curvature have the greatest impact and so received the most attention in this project.

PURPOSE AND SCOPE OF THE PROJECT

The purpose of the present work is to investigate through experimental procedure of relocation and geometric design the effects of any proposed changes to the road alignment on the performance of traffic operation on urban four-lane highways. The two traffic measures employed most often to evaluate a two-lane highway each direction are speeds and horizontal curvature. The undulating and mountainous terrain which predominates over much of the urben areas in Yemen means that the speed adopted on a four-lane highways two- lane in each direction are generally dictated by the road geometry, particularly gradients and horizontal curvature. Unlike multi-lane highways, and most urban roads, congestion effects on two-lane highways are influenced by traffic in both directions. This arises because as the traffic volumes increase, faster vehicles catch up to slower vehicles forming bunches (platoons The objective of this experimental design procedure is to provide at least two alternative alignments as compared to the existing one and to select the alignment that augments the traffic operation on the road and at the same time fulfill the requirement of being safe, rapid, comfortable, convenient, economical, and environmentally compatible for the movement of peoples and goods. The process of alignment relocation is automated by the use of Land Development Commuter Aided Design Software which relies on the concept of a three-dimensional digital terrain model. Any number of proposed tunnel alignments can then be investigated for cross sections, end areas for quantities of cuts and fills and other engineering and environmental inquiry.

Method of Design The design of members is based on ultimate Limit state design method. The specifications, details of reinforcement, requirements for limit state of durability have been used in the design Loading According to the British Standards Code of loads, the loading on the tunnel structure can be classified as follows:a) Dead Load: This type of load can be classified as: The self-weight of all structural elements and units that are made of R.C.C. materials. The structural materials and finishes like floor finishes, partition walls and external walls b) Imposed Loads: The following live loads for different positions in the structure have been adopted: slab = 2.4 kN/m2 wall = 2.4 kn?m2

Strength of Reinforced Concrete Materials: The grade of concrete used in design for retaining wall is fcu = 35N/mm2 And the roof slap is fcu= 40 The type of reinforcement used is Mild steel (fy = 420 N/mm2)

Retaining wall