Highway Design with

Computer Application Using

Civil3D

Bureau of Design

GEOMETRIC DESIGN

Republic of the Philippines

DEPARTMENT OF PUBLIC WORKS AND HIGHWAYS
RIGHT PROJECT, RIGHT COST, RIGHT QUALITY, RIGHT ON TIME, RIGHT PEOPLE

Presented by:

ENGR. ELVIN G.TACTAC

Engineer III, Highways Division
 BUREAU OF DESIGN
INTRODUCTION

GEOMETRIC DESIGN
Geometric Design is the stage of road design process where the dimension
and layout of road elements are proportioned to meet the needs of road users
 BUREAU OF DESIGN
GEOMETRIC DESIGN CONSIDERATION INTRODUCTION

TOPIC OUTLINE
• BASIC HIGHWAY DESIGN DATA
• SIGHT DISTANCE
• HORIZONTAL ALIGNMENT
• VERTICAL ALIGNMENT
• CROSS-SECTIONAL ELEMENTS
• INTERSECTION DESIGN
• INTERCHANGES
 BUREAU OF DESIGN
BASIC HIGHWAY DESIGN DATA HIGHWAYS DIVISION

HIGHWAY CLASSIFICATION ACCORDING TO SYSTEM

MINIMUM DESIGN STANDARDS
CLASSIFICATION ROAD RIGHT OF CARRIAGEWAY ALLOWABLE
WAY WIDTH GRADE
National Roads 20.00 m 6.70 m 6.0 %
Provincial Roads 15.00 m 6.10 m 6.0 %
City Roads 15.00 m 6.10 m 6.0 %
Municipal Roads 15.00 m 6.10 m 6.0 %
Barangay Roads 10.00 m 4.00 m 10.0 %
Tourism Roads 15.00 m 6.10 m 6.0 %
FMR 10.00 m 4.00 m 10.0 %
 BUREAU OF DESIGN
BASIC HIGHWAY DESIGN DATA HIGHWAYS DIVISION

MODE OF ACQUISITION

• The government may acquire real property needed

as right-of-way, site or location for any national
government infrastructure project through:

Sufficient ROW should be acquired in order to avoid the expense of purchasing developed properties
 BUREAU OF DESIGN
BASIC HIGHWAY DESIGN DATA HIGHWAYS DIVISION

MODE OF ACQUISITION
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BASIC HIGHWAY DESIGN DATA HIGHWAYS DIVISION

MODE OF ACQUISITION
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FIELD INVESTIGATION

Proposed Sites for Stream Crossings

• Important for hydrologic and hydraulic considerations

Road Alignment

• Can produce a major impact on the environment, the

fabric of community, and highway users

Existing Utility Services

• Records obtained from utility service providers should be

verified in the field
 BUREAU OF DESIGN
BASIC HIGHWAY DESIGN DATA HIGHWAYS DIVISION

SOIL INVESTIGATION

Obtaining design data and analyze in detail the soil problems in

order to decide the most suitable investigations, method and
equipment to be used.

Subgrade Widening of
Subsurface Sampling and
Investigation Existing
Investigation Testing
(CBR value) Pavements
 BUREAU OF DESIGN
BASIC HIGHWAY DESIGN DATA HIGHWAYS DIVISION

EXISTING PAVEMENT EVALUATION

Whilst test pits and borings

can give all the subgrade
data, only a pavement
inspection combined with
some background history Spalling Scaling Polishing
of the pavement can
guide the Pavement
Engineer in his evaluation
on the remaining life of
the pavement and the
original quality of its Transverse Faulting Pothole
Crack
construction.
 BUREAU OF DESIGN
BASIC HIGHWAY DESIGN DATA HIGHWAYS DIVISION

DESIGN CONTROLS
Topography, land use, traffic and vehicle data forms the major
controls for highway design as these have pronounced effect on
highway location, geometrics and determination of the type of
highway.

Anticipated Character of Design Traffic

Design Speed
Traffic Volume Traffic (Vehicles)

Highway Classification Accident

Capacity of Highway Information
 BUREAU OF DESIGN
BASIC HIGHWAY DESIGN DATA HIGHWAYS DIVISION

DESIGN CONTROLS
PHILIPPINES Environment Safety

Construction
Methodology Maintenance

Motorists’ Minimum
`
JAPAN Convenience hazard

Aesthetics

Ohirayama Tunnel Hachoyama Harameki Tunnel Oinamago Tunnel

Length: 1,600m Tunnel
Length: 2,030m
Length: 470m Length: 820m
Safety - provided
Aesthetics
Environment
Construction
Minimum
Motorists’
Maintenance hazard with
-Convenience
Pleasing tonecessary
–Methodology
minimum the user
- effect
- Consistent to
– and roadside
and
simple
Suitable
least/reasonable toto
asthose
must
cost avoid
traffic who live
surprise
volume;
treatment,
along
the
safeenvironment
for
possible and
it driving
changes in
from road
alignment, safety
gradecontrol
andstandpoint
the ensure line, devices
and
confidence
of the sight distance
for motorists
builder
 BUREAU OF DESIGN
BASIC HIGHWAY DESIGN DATA HIGHWAYS DIVISION

DESIGN CONTROLS
Anticipated Traffic
Character of Traffic Design Speed
Volume
• Traffic Loading • Weight • Maximum safe speed
(Cumulative) • Dimensions that can be
• Mobility maintained

Highway Highway Accident

Capacity Classification Information
• Geometric features • Function • Conduct of analysis
• Axle Load • System to determine safety
enhancement
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BASIC HIGHWAY DESIGN DATA HIGHWAYS DIVISION

HIGHWAY TYPES

2-Lane Highways

4-Lane Undivided Highways

• Speed limit should be limited to
60kph or less, and they should
feature prominent road
markings
Divided Highways
• Medians 1.20m to 1.80m
• If feasible: 4.50 to 18.50 m (to obtain
full advantage)
 BUREAU OF DESIGN
BASIC HIGHWAY DESIGN DATA HIGHWAYS DIVISION

HIGHWAY TYPES
WHY TWO WAY TWO-LANE ROAD ARE MORE DANAGEROUS??

42.8% of the fatal collisions reported on

highways occurred on two-lane rural highways
Source: Highway and Transportation Expert Research and Teaching Associate American University in
Cairo 2016
 BUREAU OF DESIGN
TRAFFIC CHARACTERISTICS HIGHWAYS DIVISION

DESIGN VOLUME FOR ROAD WIDENING

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VERTICAL ALIGNMENT HIGHWAYS DIVISION

HIGHWAY CAPACITY

NUMBER OF LANES (N)

Level of Service Volume – Capacity Ratio Description
A Less than 0.20 Free flow traffic
B 0.21 – 0.50 Free flow traffic
C 0.51 – 0.70 Moderate traffic
Moderate to heavy traffic, approaches
D 0.71 – 0.85
unstable flow
E 0.86 – 1.00 Heavy traffic, flow near capacity
F Greater than 1.0 Forced flow, stop and go
NOTE: Capacity gives a quantitative measure of traffic, level of service or LOS tries to give a
qualitative measure
 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

LEVEL OF SERVICE
It is a qualitative measurement that describes the traffic conditions in terms of
speed, travel time, freedom, maneuver, comfort, convenience, traffic interruptions
and safety
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TRAFFIC CHARACTERISTICS HIGHWAYS DIVISION

DESIGN HOURLY VOLUME

DDHV = AADT*K*D (for multilane highways)

DHV = AADT*K (for 2-lane or 3-lane, 2-way highways)

• DDHV – directional design hour

volume
• DHV – design hourly volume
• AADT – average annual daily traffic
• K – proportion of daily traffic
occurring during peak hour,
expressed as a decimal
• D – proportion of peak-hour traffic
travelling in the peak direction,
expressed as a decimal
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TRAFFIC CHARACTERISTICS HIGHWAYS DIVISION

DESIGN VOLUME

DDHV = AADT*K*D (for multilane highways)

DHV = AADT*K (for 2-lane or 3-lane, 2-way highways)

DESCRIPTION VOLUME PCEF

MOTOR-TRICYCLE 100 2.5
PASSENGER CAR 200 1.0
LARGE BUS 50 2.0
RIGID TRUCK (3+ axles) 2 2.5

AADT: 555 pcu/day

Passenger Cars Equivalent Factor

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DESIGN VOLUME

DDHV = AADT*K*D (for multilane highways)

DHV = AADT*K (for 2-lane or 3-lane, 2-way highways)

Design Volume
The 30th hourly volume is
exceeded only twenty-nine times
in a year. Beyond this value on the
right, the distribution of hourly (typical : K = 0.09 (urban), 0.10(rural)
volumes is relatively flat.

K – proportion of daily traffic

occurring during peak hour,
expressed as a decimal
 BUREAU OF DESIGN
TRAFFIC CHARACTERISTICS HIGHWAYS DIVISION

DESIGN VOLUME
DDHV = AADT*K*D (for multilane highways)
DHV = AADT*K (for 2-lane or 3-lane, 2-way highways)

Basic capacity for multilane highways

Basic capacities for highways and urban streets

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TRAFFIC CHARACTERISTICS HIGHWAYS DIVISION

DESIGN VOLUME

Basic capacities for highways and urban streets

Basic capacity for multilane highways

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DESIGN VOLUME
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BASIC HIGHWAY DESIGN DATA HIGHWAYS DIVISION

MINIMUM STANDARD FOR PHILIPPINE HIGHWAYS

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BASIC HIGHWAY DESIGN DATA HIGHWAYS DIVISION

MINIMUM STANDARD (THAILAND)

(Source: Department of Highways, Thailand

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ASIAN DESIGN STANDARD

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REQUIREMENTS SPEEDY PLAN PREPARATION

DPWH Department Order No. 32 Series of 2011

“Guidelines in the Submission of Plans, Program of Work (POW) and
Approved Budget for the Contract (ABC) for Approval in the Central
Office.”
Item 1: To ensure accuracy and completeness of the plans and supporting
documents, the implementing office shall review the plans prior to
submission to the approving authority using the "Ready Checklist" for each
project category, as shown in Annexes A-E; and
Item 2: The plans and supporting documents shall be submitted together
with the duly accomplished "Ready Checklist".
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REQUIREMENTS SPEEDY PLAN PREPARATION

DPWH Department Order No. 56 Series of 1995

“Quality of Plans”
Item 2: Draftsmanship should be of professional quality. Drafting and
lettering works should be done in ink and with the use of technical
pens and Leroy or similar lettering templates.
Item 3: All words on the plans should be correctly spelled and
grammatical errors in the various texts of the General Notes should
be looked after.
Item 6: All plans should be prepared using Mylar or other high
quality tracing paper.
 BUREAU OF DESIGN
GEOMETRIC DESIGN

SIGHT DISTANCE
The distance at which a driver of a vehicle
can see an object ahead of time
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SIGHT DISTANCE HIGHWAYS DIVISION

TYPE OF SIGHT DISTANCE

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SIGHT DISTANCE HIGHWAYS DIVISION

STOPPING SIGHT DISTANCE

The minimum sight distance required for a driver to stop a vehicle after seeing an
object in the roadway without hitting the object”

(1.5 sec.) (1.0 sec.) (3.4 m/s2)

Sum of the perception-reaction and braking distances. (SSD = 0.278tv + .039v2/a)

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SIGHT DISTANCE HIGHWAYS DIVISION

STOPPING SIGHT DISTANCE

Typical Stopping Distances

40 km/h ➔ 30 km/h

12 metres
or 3 car lengths
Thinking Distance

Braking Distance
50 km/h

80 km/h ➔ 23 metres
or 6 car lengths

80 km/h
53 metres
or 13 car lengths

105 km/h ➔ 100 km/h

The faster you go, the harder you hit Average car length = 4 metres
73 metres
or 18 car lengths

(Source: NACTO Urban Street Design Guide, 2012)

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STOPPING SIGHT DISTANCE

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DECISION SIGHT DISTANCE

Distance required for a driver to detect an unexpected or otherwise difficult-to-perceived
information source or hazard in a roadway environment that may be visually cluttered,
recognized the hazard of its threated potential, select an appropriate speed and path, and
initiate and complete the required safety maneuvers safely and efficiently.
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DECISION SIGHT DISTANCE

1 2
 BUREAU OF DESIGN
SIGHT DISTANCE SIGHT DISTANCE

PASSING SIGHT DISTANCE

The distance that drivers must be able to see along the road ahead to safely and efficiently
initiate and complete passing maneuvers of slower vehicles on two-lane highways using
the lane normally reserved for opposing traffic.
 BUREAU OF DESIGN
SIGHT DISTANCE SIGHT DISTANCE

PASSING SIGHT DISTANCE

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SIGHT DISTANCE HIGHWAYS DIVISION

INTERSECTION SIGHT DISTANCE

The corner sight distance available for a vehicle approaching an intersection to see
oncoming vehicles approaching from crossing legs (the left and right).

Sight Obstruction
 BUREAU OF DESIGN
SIGHT DISTANCE HIGHWAYS DIVISION

WORKING FORMULAS & TABLES

Passing Sight Distance

• PSD = 0.278t1 [V-m + a(t1)/2]+0.278Vt2+(var. between 30 and 75m)+(2(0.278Vt2)/3

Stopping Sight Distance

• SSD = 0.278tv + v2/254(f+G)

Decision Sight Distance

• D = 0.278tv + v2/254(f+G)
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SIGHT DISTANCE HIGHWAYS DIVISION

WORKING FORMULAS & TABLES

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SIGHT DISTANCE HIGHWAYS DIVISION

WORKING FORMULAS & TABLES

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SIGHT DISTANCE HIGHWAYS DIVISION

PASSING V.S. STOPPING

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PASSING V.S. STOPPING

 BUREAU OF DESIGN
GEOMETRIC DESIGN CONSIDERATION

HORIZONTAL ALIGNMENT
Horizontal curves are, in effect, transitions between two tangents. These deflection
changes are necessary in virtually all roadway alignments to avoid impacts on a variety
of field conditions (e.g. right of way, natural features, man-made features).
 BUREAU OF DESIGN
HORIZONTAL ALIGNMENT INTRODUCTION

TOPIC OUTLINE
• SIMPLE CURVE

• COMPOUND CURVE

• REVERSE CURVE

• SPIRAL CURVE
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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

SIMPLE CURVES
Simple curves are continuous arcs of constant radius that achieve the necessary
roadway deflection without an entering or exiting taper. It is the most commonly used. The
radius of the circle determines the “sharpness” or “flatness” of the curve.
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COMPOUND CURVES
Simple curves are continuous arcs of constant radius that achieve the necessary
roadway deflection without an entering or exiting taper. It is the most commonly used. The
radius of the circle determines the “sharpness” or “flatness” of the curve.
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REVERSE CURVES
A reverse curve consists of two simple curves joined together but curving in opposite
directions. For safety reasons, the designer should not use this curve unless absolutely
necessary.
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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

SPIRAL CURVES
Spiral curves provide an entering transition into a simple curve with a variable rate of
curvature along its layout.

Without Spiral Transition Curves With Spiral Transition Curves

(Source: AASHTO Geometric Design of Highways and Streets 2011)
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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

DESIGN ELEMENTS OF HORIZONTAL CURVES

Radius of Widening on
Design Speed
Curve Curves

Construction
Superelevation Topography
Cost
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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

SUPERELEVATION
The tilting of roadway to help offset centripetal forces developed as the vehicle goes
around a curve. Along with friction they are what keeps a vehicle from going off the road.
 BUREAU OF DESIGN
HORIZONTAL ALIGNMENT HORIZONTAL ALIGNMENT

SUPERELEVATION
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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

SUPERELEVATION
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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

SUPERELEVATION
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SUPERELEVATION
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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

SUPERELEVATION
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SUPERELEVATION

𝒗𝟐
𝑹𝒎𝒊𝒏 =
𝟏𝟐𝟕(𝒆 + 𝒇)
v is in kph
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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

COMPARISON ON RADIUS

❖ V = 100 km/h and f = 0.12 e max 10%

(Method.5) emax 8%
e (%)

emax 6%

emax 4%

R= Rmin= Rmin=
R=
827 437 358
746

1/R
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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

COMPARISON ON RADIUS

e (%) emax 4% emax 6% emax 8% emax 10%

492 1,090 1,240 1,310

4%
(fmax = 0.12) (f = 0.032) (f = 0.024) (f = 0.02)

437 746 827

6% -
(fmax = 0.12) (f = 0.046) (f = 0.035)

394 582
8% - -
(fmax = 0.12) (f = 0.055)

358
10% - - -
(fmax = 0.12)

emax 10% : all highways, emax 8% : snow/ice, emax 6% : urban areas

4 factors: climate, terrain, urban/rural, slow vehicles
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SUPERELEVATION
Transition length is equal to the sum of superelevation runout and superelevation runoff:
• Length of runout : from
normal crown (N.C.) to
half crown (H.C.) and
vise versa
• Length of runoff : from half
crown (H.C.) to full
superelevation (F.S.) and
vise versa
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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

SUPERELEVATION
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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

SUPERELEVATION

(Source: AASHTO Geometric Design of Highways and Streets 2011)

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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

SUPERELEVATION
• Verify portion of runoff length Large shifts in lateral position may have on
vehicle control, the threshold superelevation
rates associated with a lateral shift of 1.0 meter

• Full superelevation length should be

more than LC/3

(Source: AASHTO Geometric Design of Highways and Streets 2011)

 BUREAU OF DESIGN
HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

SUPERELEVATION
(𝒘𝒏)𝒆𝒅
𝑳𝑹 = 𝒃𝒘
∆

𝒆𝑵𝑪
𝑳𝑻 =
𝒆𝒅
(𝑳𝑹 )

𝐿 𝑇𝑂𝑇𝐴𝐿 𝐿𝐸𝑁𝐺𝑇𝐻 𝑂𝐹 𝐶𝐻𝐴𝑁𝐺𝐸

𝐿𝑅 = Length of Superelevation Runoff 𝐿𝑇 = Length of Tangent Runout 𝒃𝒘 = 𝟏 + 𝟎. 𝟓 𝒏𝟏 − 𝟏 /𝒏𝟏
 BUREAU OF DESIGN
HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

SUPERELEVATION

𝒆𝑵𝑪
𝑳𝑻 = (𝑳𝑹 )
𝒆𝒅

𝒃𝒘 = 𝟏 + 𝟎. 𝟓 𝒏𝟏 − 𝟏 /𝒏𝟏

(𝒘𝒏)𝒆𝒅
𝑳𝑹 = 𝒃𝒘
∆
 BUREAU OF DESIGN
HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

SUPERELEVATION
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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

SUPERELEVATION
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WIDENING ON CURVES
The objective of widening along horizontal curve is to make operating conditions on
curves comparable to those on tangents.”

“Widening on curves facilitates OFFTRACKING.”

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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

WIDENING ON CURVES
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WIDENING ON CURVES

Mechanical Widening: Vehicles occupy Psychological Widening: Drivers

a greater width on curves because their generally experience difficulties in
rear wheels generally track inside front steering their vehicle in the center of a
wheels in rounding a curve lane
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WIDENING ON CURVES

Lateral
Clearance
Wn C
5.4 0.45
6 0.6
6.6 0.75
7.2 0.9
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WIDENING ON CURVES
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WIDENING ON CURVES
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WIDENING ON CURVES
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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

WIDENING ON CURVES
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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

WIDENING ON CURVES
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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

WIDENING ON CURVES
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WIDENING ON CURVES
PRINCIPAL POINTS OF CONCERN:

On simple curves, widening should be applied on the inside edge only.

On curve design with spiral, widening may be placed on the inside or

divided equally between the inside and outside curve.

Curve widening should be attained gradually over a length sufficient to

make the whole of the traveled way fully usable.

Recommended minimum width of widening is 0.60m.

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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

SUPERELEVATION
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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

SUPERELEVATION
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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

SUPERELEVATION
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SUPERELEVATION
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SUPERELEVATION
Case I: The distance between the PC and PCC is 100 m or less.
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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

SUPERELEVATION
Case II: The distance between the PC and PCC is greater than 100 m.
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SUPERELEVATION

The algebraic difference of

crossover should not exceed
7%

For superelevation more than

7%, shoulders should be paved

Maximum Outer
e
Shoulder Slope
1.5% -3 %
2% -3 %
3% -3 %
4% -3 %
5% -2 %
6% -1 %
7% 0%
8% 1%
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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

SIGHT DISTANCE

?
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HORIZONTAL ALIGNMENT HIGHWAYS DIVISION

SIGHT DISTANCE

(Source: AASHTO Geometric Design of Highways and Streets 2011)

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SIGHT DISTANCE
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SIGHT DISTANCE
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GENERAL CONTROLS

Alignment should be as directional as possible, consistent with the

topography and with preserving developed properties.

Alignment should be consistent and sharp curves should not be introduced at

the end of long tangents.

For small deflection angle, curves should be sufficiently long to avoid the
appearance of “KINK”.

Tangents or flat curvature should be used on high, long fills.

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GENERAL CONTROLS

Caution should be exercised in the use of compound curve. Where

topography or RROW restrictions make their use necessary, the radius
of the flatter curve should not be more than 50 % greater than the
radius of the sharper curve. In other words, R1 ≤ 1.5 R2.

Any abrupt reversal in alignment should be avoided. The reversion

length of tangent between reversed curves should be 50m and in no
case should be less than 30m.
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GENERAL CONTROLS
The “broken-back” or “flat-back” arrangement of curve
(having a short tangent between two curves in the same
direction) should be avoided except when very unusual
topographical or R-O-W dictate otherwise.

To avoid the appearance of inconsistent distortion, the horizontal

alignment should be coordinated carefully with the profile design.

Ending a curve on a bridge is undesirable, unsightly and adds needless

complications to design and construction.
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GEOMETRIC DESIGN VERTICAL ALIGNMENT

VERTICAL ALIGNMENT
 BUREAU OF DESIGN
VERTICAL ALIGNMENT VERTICAL ALIGNMENT

NATURE OF TERRAIN

LEVEL ROLLING MOUNTANIOUS

Having continuously unrestricted Occasional steep slopes are It often involves long steep grades
horizontal & vertical alignment, encountered, resulting in some and limited sight distance, transverse
transverse terrain slope up to 5% restrictions in alignment, transverse terrain slope from 25% to 50%
terrain slope from 5% to 25%
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VERTICAL ALIGNMENT HIGHWAYS DIVISION

GRADIENT
“For economy of vehicle operation, grades should be as flat as possible.”
In areas subject to inundation, grades should be established 0.50m above water
level.

Grades of bridges should allow 1.50m freeboard above the maximum flood water
elevation.

Maximum grade widely used is 6.0%

On through cut sections, grades should at least be 0.50% to provide longitudinal

drainage.

A minimum of 0.35% may be used on high type pavements and accurately crowned
to facilitate drainage discharge.
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GENERAL CONTROLS

• Grade 4% to 5% steep does not effect much for a

speed of passenger car

• On the other hand, the effect of grades on truck

speed is much more significant

• Truck speed is dependent on

Length and steepness of grade
Truck weight/power ratio
Entering speed
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GENERAL CONTROLS
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GENERAL CONTROLS
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CRITICAL LENGTH OF GRADE

“The term “critical length of Critical Length Upgrade

grade” is used to indicate the (m) (%)
maximum length of a
designated upgrade on which 500 3
a loaded truck can operate 340 4
without an unreasonable
reduction in speed.” 240 5
The following critical length of 200 6
upgrades when approached by a
level section should not be used as 170 7
a control but should be referred to
as a guide: 150 8
 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

CRITICAL LENGTH OF GRADE

A common basis
for determining
critical length of
grade is based
on a reduction
in speed of
trucks below the
average running
speed of traffic.
 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

CRITICAL LENGTH OF GRADE

15
 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

CRITICAL LENGTH OF GRADE

10

2
 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

CRITICAL LENGTH OF GRADE

 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

CRITICAL LENGTH OF GRADE (Example)

Critical length of grade calculations

 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

CRITICAL LENGTH OF GRADE

 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

CLIMBING LANE

Climbing lane is a roadway lane design used to allow

slower travel or large vehicles, such as large trucks or semi-
trailer trucks ascending a steep grade.

Criteria for climbing lane, should be satisfied to justify a climbing lane:

1. Upgrade traffic flow rate in excess of 200 vehicles per hour,
2. Upgrade truck flow rate in excess of 20 vehicles per hour, and
3. One of the following considerations exists:
• A 15kph or greater speed reduction is expected
• Level of Service (LOS) E or F exists on the grade
• A reduction of two or more LOS is experienced when moving from the
approach segment to grade
 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

CLIMBING LANE

Location of Climbing lane

• The ideal design is to extend climbing lane to a
point beyond crest
• Make sure the climbing lane is wide enough
• Make use of signs “Slower Traffic Keep Right” or
“Trucks Use Right Lane”
• Provide at least 180m long taper length
 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

ESCAPE RAMP

Provide acceptable
deceleration rates and afford
good driver control of the out-
of- control vehicles on the
ramp

(Source: AASHTO Geometric Design of Highways and Streets 2011)

 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

ESCAPE RAMP
 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

ESCAPE RAMP
 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

ESCAPE RAMP
 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

VERTICAL CURVE
 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

VERTICAL CURVE
a.) Crest Vertical Curves
+G2

-G2 +G1
+G1
 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

VERTICAL CURVE
b.) Sag Vertical Curves

-G1
-G1 +G2

-G2
 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

CREST VERTICAL CURVES

 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

CREST VERTICAL CURVES

 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

CREST VERTICAL CURVES

132
 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

SAG VERTICAL CURVES

 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

SAG VERTICAL CURVES

 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

SAG VERTICAL CURVES

According to AASHTO, for convenience a short formula L=K.A is used as shown in this figure
 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

UNDERPASS SIGHT DISTANCE

h2 = 0.60 m (2 ft)

h1 = 2.40 m (8 ft)

(Source: AASHTO Geometric Design of Highways and Streets 2011)

 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

UNDERPASS SIGHT DISTANCE

S<L S>L
 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

UNDERPASS SIGHT DISTANCE

 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

VERTICAL CLEARANCE
 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

VERTICAL CLEARANCE
 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

GENERAL CONTROLS

A smooth grade line with gradual changes should be sought for in

preference to a line with numerous breaks /short length of grades.

The ‘roller coaster” or the hidden-dip type of profile should be

avoided.

A “broken-back” grade line should be avoided.

 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

GENERAL CONTROLS

On long grades, it may preferable to place the steepest grades at the

bottom and flatter the grades near the top of the ascent.

Where at-grade intersections occur on roadway sectors with

moderate to steep grades, it is desirable to reduce the grades
through the intersection.

Sag vertical curves should be avoided in cuts unless adequate

drainage can be provided.
 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

COMBINATION OF HORIZONTAL AND VERTICAL ALIGNMENT

(Source: AASHTO Geometric Design of Highways and Streets 2011)

 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

COMBINATION OF HORIZONTAL AND VERTICAL ALIGNMENT

(Source: AASHTO Geometric Design of Highways and Streets 2011)

 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

COMBINATION OF HORIZONTAL AND VERTICAL ALIGNMENT

(Source: AASHTO Geometric Design of Highways and Streets 2011)

 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

COMBINATION OF HORIZONTAL AND VERTICAL ALIGNMENT

(Source: AASHTO Geometric Design of Highways and Streets 2011)

 BUREAU OF DESIGN
VERTICAL ALIGNMENT HIGHWAYS DIVISION

COMBINATION OF HORIZONTAL AND VERTICAL ALIGNMENT

 BUREAU OF DESIGN
GEOMETRIC DESIGN CROSS-SECTION

CROSS-SECTION
 BUREAU OF DESIGN
CROSS-SECTIONAL ELEMENTS HIGHWAYS DIVISION

CROSS-SECTIONAL ELEMENTS

Pavement
• Surface Type
• Cross Slope

Lane Width

Shoulders
 BUREAU OF DESIGN
CROSS-SECTIONAL ELEMENTS HIGHWAYS DIVISION

CROSS-SECTIONAL ELEMENTS

Traffic Volume Performance

Soil
and Weather of Existing
Characteristics
Composition Pavements

Overall Annual
Availability of Energy Initial Cost,
Maintenance
Materials Conservation and
Cost
 BUREAU OF DESIGN
CROSS-SECTIONAL ELEMENTS HIGHWAYS DIVISION

CROSS-SLOPE

Cross slope, cross fall Cross Slope

or camber is a geometric Surface Type
Rating
feature of pavement
surfaces; High 1.50 – 2.0%

• For surface drainage Intermediate 2.0 – 3.0%

improvement Low 3.0 – 4.0%
 BUREAU OF DESIGN
CROSS-SECTIONAL ELEMENTS HIGHWAYS DIVISION

LANE WIDTH

Width of pavement is determined by the lane width.

Desirable lane width is 3.65m which allows large vehicles to pass without
either vehicle having to move sideways towards the edge of pavement.

Lane width as low as 2.75m may be used on grounds of economy.

Roads with pavement widths less than 5.5m should be regarded as single
lane.

Pavement width greater than 7.32m for 2-way movement is not

recommended for 2-lane roads as some drivers will attempt to travel three
vehicles abreast on wide pavement
 BUREAU OF DESIGN
CROSS-SECTIONAL ELEMENTS HIGHWAYS DIVISION

ADEQUATE TRAFFIC LANE WIDTH

• Minimum width per lane = 3.35m
 BUREAU OF DESIGN
CROSS-SECTIONAL ELEMENTS HIGHWAYS DIVISION

SHOULDER

Shoulders on fill preferably should be wider than in cuts although the present
practice is to make them equal.

Regardless of the width, shoulders should be continuous.

Although, it is desirable that shoulder be wide enough for a vehicle to be

driven completely off the travel way, narrower shoulders are better than
none at all.

Shoulder width of 0.60m may be considered on difficult terrain and on low-

volume highway.
 BUREAU OF DESIGN
CROSS-SECTIONAL ELEMENTS HIGHWAYS DIVISION

SHOULDER

DPWH Department Order No. 40 Series of 2012

“Guidelines on Shoulder Paving Along National Roads”
Item 3: Paving of shoulders shall be considered along road
sections under any of the following conditions:
High embankment
Roadway with
AADT > 1250 (provided with
frequent turning e > 7%
vehicles guardrail
movements
requirements)

Those designed Where with steep and long

with pedestrians are gradient exceeding 6%
curb/gutter/ normally and 100.0 meters
lined canal concentrated respectively
 BUREAU OF DESIGN
CROSS-SECTIONAL ELEMENTS HIGHWAYS DIVISION

CLEAR ZONE AND SIDE SLOPE

(Source: Highway Engineering, Wright

and Dixon, 2004)
 BUREAU OF DESIGN
CROSS-SECTIONAL ELEMENTS HIGHWAYS DIVISION

CLEAR ZONE DISTANCE

(Source: AASHTO Roadside Design Guide, 2011)

 BUREAU OF DESIGN
CROSS-SECTIONAL ELEMENTS HIGHWAYS DIVISION

CLEAR ZONE AND SIDE SLOPE

❖ These correction factors should be applied only to the outside of curves

(Source: AASHTO Roadside Design Guide, 2011)

 BUREAU OF DESIGN
CROSS-SECTIONAL ELEMENTS HIGHWAYS DIVISION

STANDARD CUT AND FILL SLOPE

➢ Cut Classification Slope
Common Earth 1 : 1 to 2 : 1
Soft/Rippable Rock ½ : 1 to 1 : 1
Hard Rock ¼ : 1 to ½ : 1

➢ Fill/Embankment Height Slope

3.00 m or less 2:1
Above 3.00 m 1.5 : 1

➢ Slope Rounding
Height of Slope Rounding
0 to 4.50 1.5
Above 4.50 2.5
 BUREAU OF DESIGN
CROSS-SECTIONAL ELEMENTS HIGHWAYS DIVISION

GEOLOGY AND SLOPE GRADIENT

• On cut slopes, berms 1.0 to 2.0 m. wide are generally provided for every 5.0 to 7.0 m. in
height for the following purposes:
• To enhance slope stability;
• To reduce the speed of surface water flow thereby decreasing the scouring force on cut
slope; To provide space for ditches; and
• To be used as path walk during inspection or as support area of scaffolding for repair
maintenance work
 BUREAU OF DESIGN
CUT SLOPE/FILL SLOPE HIGHWAYS DIVISION

GEOLOGY AND SLOPE GRADIENT

• A wider berm is recommended where rock fall protection fences are to be installed.
Normally the berm slope of 5 to 10% towards the outside is used, which is shown in (a) or
(b) below, but these types of berms are only advisable to small-scale slopes that can be
maintained easily.
• If the slope is prone to erosion, the berm should be sloped inwards and concrete-paved
and provided with ditch as shown in (c) and (d).
 BUREAU OF DESIGN
CUT SLOPE/FILL SLOPE HIGHWAYS DIVISION

GEOLOGY AND SLOPE GRADIENT

 BUREAU OF DESIGN
CUT SLOPE/FILL SLOPE HIGHWAYS DIVISION

GEOLOGY AND SLOPE GRADIENT

POOR COMBINATION OF SMALL RADII
• POOR INTERSECTION SIGHT DISTANCE
 EXAMPLE OF POOR SITUATIONS
HORIZONTAL CURVE AT THE END OF A STEEP DOWNGRADE
EXAMPLE OF POOR SITUATIONS - POOR VERTICAL SAG
ABRUPT REVERSAL IN ALIGNMENT
HIDDEN-DIP
 CURVE IS JUST OVER THE CREST.
IT SHOULD START PRIOR TO THE CREST.
VEGETATION CAN SOMETIMES HIDE THE ALIGNMENT
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES ROAD SIGNS

ROAD SIGNS
Authority for Installation
▪ The signs shall be installed only upon approval of the Secretary of the
DPWH or his delegated authority, having the necessary jurisdiction, for the
purpose of regulating, warning or guiding traffic. No traffic signs shall bear
any advertising or commercial message, or any other message that is not
essential to traffic control
Road signs are classified as follows:
• Type R – Regulatory Signs

• Type W – Warning Signs

• Type G – Guide and Informative Signs

• Type HM – Hazard Marker

 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES ROAD SIGNS

ROAD SIGNS
NOTE:
No road signs shall bear any
advertising or commercial message,
or any other messages that are not
essential to traffic control. Placement
of unauthorized signs within the road
right-of-way or close to the roadway
is not allowed. The display of
unofficial and non-essential sign is
likewise not permitted.
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES ROAD SIGNS

REGULATORY SIGNS (TYPE R)

Regulatory signs indicate the application of legal or statutory
requirements, e.g. obligation to give way at intersections, speed limits,
prohibition of movements at intersections and control of parking of
vehicles.
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES ROAD SIGNS

WARNING SIGNS (TYPE W)

Warning signs notify road users of the condition on or adjacent to the
road that may be unexpected or hazardous. Should not be used if,
under normal conditions, the driver can see the potential hazard
ahead.
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES ROAD SIGNS

GUIDE OR INFORMATIVE SIGNS (TYPE G)

These inform and guide the road users of directions, distances,
locations of services and points of interests.
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES ROAD SIGNS

HAZARD MARKERS (TYPE HM)

These are used to emphasize a marked change in the direction of
travel and the presence of an obstruction.

HM 1
Width Markers

HM 2
One-Way Hazard Markers Two-Way Hazard Markers
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES ROAD SIGNS

SIGNING PRINCIPLES – 5 C’s

Conspicuous Credible
• Easily seen • Believed by the Road User
Clear Consistent
• Legible, able to read in ample time • Same sign/symbols for same
Comprehensible message
• Understood
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES ROAD SIGNS

SIGNING PRINCIPLES – 5 C’s

Conspicuous Credible
• Easily seen • Believed by the Road User
Clear Consistent
• Legible, able to read in ample time • Same sign/symbols for same
Comprehensible message
• Understood
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES PAVEMENT MARKINGS

Classification of Pavement Markings

• Longitudinal Lines
• Transverse Lines
•Other Lines
• Other Markings
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES PAVEMENT MARKINGS

LONGITUDINAL LINES
Separation Lines (Center Line)
• Used to separate opposite
traffic movements of
undivided roadway and is
generally placed centrally
on all roads and bridges
6.0m or more in width
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES PAVEMENT MARKINGS

LONGITUDINAL LINES
Lane Lines
• Used to separate
adjacent lanes of
traffic moving in the
same direction.
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES PAVEMENT MARKINGS

LONGITUDINAL LINES
Edge Lines
• Used to delineate the edge of the travelled
way to distinguish it from the shoulder area.
Purposes
• To discourage travel on shoulders;
• To make driving safer and more assured,
particularly at night and during inclement
weather by providing a continuous guide for
the driver
• To act as guide past objects which are close
to the edge of the pavement and which
constitute a hazard;
• To prevent parking at or near intersections.
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES PAVEMENT MARKINGS

LONGITUDINAL LINES
Barrier Lines

DOUBLE UNBROKEN YELLOW LINE - used only where

overtaking from both directions of the road and all crossing
movements are prohibited

SINGLE UNBROKEN YELLOW LINE - used where

overtaking from both directions of the road are
prohibited, however, crossing movements are permitted

COMBINATION OF AN UNBROKEN YELLOW LINE AND A

WHITE SEPARATION LINE - same as double unbroken yellow
line for vehicles proceeding in the direction where the unbroken
yellow line appears on the right of the markings, but vehicles on
the other direction are permitted to cross the line.
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES PAVEMENT MARKINGS

LONGITUDINAL LINES
Barrier Lines

DOUBLE UNBROKEN YELLOW

LINE - used only where overtaking
from both directions of the road and
all crossing movements are prohibited
 Intersection & Traffic Control Devices
TRAFFIC CONTROL DEVICES

EXAMPLE OF UNDESIRABLE PRACTICES

 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

EXAMPLE OF UNDESIRABLE PRACTICES

 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

EXAMPLE OF UNDESIRABLE PRACTICES

 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

EXAMPLE OF UNDESIRABLE PRACTICES

 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

EXAMPLE OF UNDESIRABLE PRACTICES

 Intersection & Traffic Control Devices
TRAFFIC CONTROL DEVICES

EXAMPLE OF UNDESIRABLE PRACTICES

 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

EXAMPLE OF UNDESIRABLE PRACTICES

 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

EXAMPLE OF UNDESIRABLE PRACTICES

STANDARD SIGN
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

EXAMPLE OF UNDESIRABLE PRACTICES

STANDARD SIGN
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

EXAMPLE OF UNDESIRABLE PRACTICES

Sta r
L a u re l

STANDARD SIGN
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

EXAMPLE OF UNDESIRABLE PRACTICES

60
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

EXAMPLE OF UNDESIRABLE PRACTICES

LACK OF
MAINTENANCE
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

EXAMPLE OF UNDESIRABLE PRACTICES

 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

EXAMPLE OF UNDESIRABLE PRACTICES

School Children Crossing Sign (R6-9)

-A regulatory sign placed at the stop lines or at the
approaches to a marked School Children crossing

Children Crossing Warning Sign (W6-2)

-Used to warn motorist of the presence of school
children
-Installed at least 75.0m from marked pedestrian
crossing (rural area)
 Intersection & Traffic Control Devices
TRAFFIC CONTROL DEVICES

EXAMPLE OF UNDESIRABLE PRACTICES

 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

EXAMPLE OF UNDESIRABLE PRACTICES

YELLOW MARKING WHITE MARKING

 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

EXAMPLE OF UNDESIRABLE PRACTICES

 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

MEDIAN
Depressed median Raised median

Concrete barrier median Flush median

 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

GUARDRAIL

Guard rails are longitudinal barriers placed on the outside of sharp curves and at
sections with high fills. Their main function is to prevent vehicles from leaving the
roadway. They are installed at embankments higher than 2.4 m and when shoulder
slopes are greater than 4:1.
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

SIDEWALK WITH CURB RAMP

(Source: AASHTO Geometric Design of

Highways and Streets 2011)
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

SIDEWALK WITH CURB RAMP

Sidewalks are usually provided on roads in urban areas. Generally, sidewalks
should be provided when pedestrian traffic is high along main or high-speed
roads in either rural or urban areas
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

SIDEWALK WITH CURB RAMP

 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

CURB AND GUTTER

 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

BICYCLE LANES
Width of Bicycle Facilities

The minimum width of one lane

bikeway is 1.22 m. This allows
0.60 m for the bike width and
Shared bicycle lanes 0.31 m for weaving space on
each side or desirable surface
width of 1.22 m. or 2.44 m for a
2-lane bikeway.

Exclusive bicycle lanes

 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

BICYCLE LANES
Bikeway Capacity

Empirical studies indicates that

a one way bicycle lane with an
effective width of 1.22 m. has a
Shared bicycle lanes capacity of approximately 1275
bikes per hour. A two-way lane
with an effective width of 2.44
m has a capacity of about 1900
bikes per hour

Exclusive bicycle lanes

 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

BICYCLE LANES
Grades
The maximum grade that a
cyclist will be able to negotiate
depends on the capability of
the individual biker, the length
Shared bicycle lanes of grade, as well as the
condition of the bicycle and
road surface, weather
condition; where the grade
exceeds 5%, the length should
not be not more than 90 m and
preferably not less than 30 m

Exclusive bicycle lanes

 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

BICYCLE LANES (CASE I)

Case I. Bike path or trail. A

completely separate roadway
designated for the exclusive
use of bicycles; typically
separated from motor-vehicle
roadway by open space or
barrier.

Source: Highway Engineering 5th Edition, Paul H. Wright and Ragner J. Paquette
 BUREAU OF DESIGN
TRAFFIC CONTROL DEVICES

BICYCLE LANES (CASE II)

Case II. Bike lane. A portion of

roadway, which has been
designated for exclusive use by
bicycle normally distinguished
by a paint stripe, curb or barrier

Cases III. Shared roadway or

bike route. A roadway that has
been officially designated and
marked as bicycle route but
which is used by both motor
vehicle and bicycle traffic.
Source: Highway Engineering 5th Edition, Paul H. Wright and Ragner J. Paquette
Thank you!
DESIGN is not just what
it looks like and feels
like. Design is how it
works…