Highway Engineering CHAPTER 1

 Planning of National Roads

 Maximum Speed of Cars
 Capacity of Roads

INTRODUCTION

 HIGHWAY
 Highways played a key role in the development and sustainability of human civilization from
ancient times to present.
 Continue to dominate the transpo system_providing critical access for acquisition of natural
resources, industrial production, retail marketing and population mobility.
 Our highways are the backbone of our transportation system, facilitating commerce,
connecting communities, and enabling mobility. Designing and maintaining efficient and
safe highways is crucial for economic growth, public safety, and the well-being of our
society. This report explores key aspects of highway engineering, from planning national
roads to ensuring adequate safety sight distances and managing traffic flow, highlighting the
critical role of effective design in creating a robust and sustainable transportation network.
 Highway engineering faces constant challenges in adapting to evolving traffic patterns,
technological advancements, and environmental concerns. This report delves into various
aspects of highway design and construction, examining the complexities of planning national
roads, managing traffic capacity, and implementing safety features. We explore how
engineers are innovating to address these challenges and create safer, more efficient, and
sustainable transportation systems.

General Objectives:

- To provide a comprehensive overview of key principles and practices in highway engineering.

- To highlight the importance of effective highway design and planning in achieving safe, efficient, and
sustainable transportation systems.

- To explore the challenges and innovations in highway engineering, addressing the evolving needs of
our transportation infrastructure.

Answers and Explanations:

P.1

The answer is (d) all of the above.

why?
- HLURB (Housing and Land Use Regulatory Board) is the national agency responsible for overseeing land
use planning and development in the Philippines.

- MPDO (Municipal Planning and Development Office), CPDO (City Planning and Development Office),
and PPDO (Provincial Planning Development Office) are the local government units (LGUs) responsible
for zoning and land use planning within their respective jurisdictions.

How it works:

1. LGUs Prepare Plans: The MPDO, CPDO, or PPDO, depending on the level of jurisdiction, develops
comprehensive land use plans (CLUPs) and zoning ordinances for their respective areas.

2. Submission to HLURB: The LGUs submit their final CLUPs and zoning plans to HLURB for review and
approval.

3. HLURB Review and Approval: HLURB ensures that the plans comply with national land use policies and
regulations. They have the authority to approve, modify, or reject the plans.

Therefore, all three offices (MPDO, CPDO, and PPDO) are involved in the process of zoning and land use
planning, with HLURB ultimately responsible for ensuring compliance with national guidelines.

P.2

answer is (d) all of the above.

Here's why each element is crucial for expressway planning:

1. No frontage access: This is a fundamental principle of expressway design. Direct access from
properties along the expressway is prohibited to maintain high speeds, minimize traffic conflicts, and
prevent congestion.

2. Development set well back from the highway: This creates a buffer zone between the highway and
adjacent properties, reducing noise pollution, visual intrusion, and safety hazards. It also allows for the
development of service roads and other necessary infrastructure.

3. Grade separated intersections for extremely high flows and other intersecting expressways: This
eliminates the need for traffic signals and reduces the potential for accidents. Grade separation
(overpasses or underpasses) ensures smooth and efficient traffic flow, especially at high volumes.

4. Number of intersections to be minimized: Minimizing intersections reduces the number of potential

conflict points, improving traffic flow and safety. This is achieved through careful route planning and the
use of grade separations where necessary.

5. Where necessary or for emergency purposes, parking or stopping to be provided clear of the main
carriageway: This ensures that drivers have safe and accessible areas to stop for emergencies or rest
breaks without disrupting the flow of traffic on the main carriageway.
So therefore, All of these elements contribute to the design of a safe, efficient, and functional
expressway.

P.3 Problem

answer is d. all of the above. why?

It is because National arterial roads, which are part of the main trunk line systems and connect
important destinations like ports, seaports, parks, and coast-to-coast routes, are classified into different
groups based on their function. These classifications are:

a. North to South Backbone: These roads act as the primary north-south routes, connecting major cities
and regions along the length of a country. They are crucial for long-distance travel and transportation of
goods. Think of them as the spine of the national road network.

b. East to West Laterals: These roads run east-west, connecting the north-south backbone to other
important areas. They provide access to key resources and destinations, acting as the"ribs" branching
out from the spine.

c. Other Strategic Roads: This category encompasses roads that serve vital strategic purposes. They
might connect to national ports, seaports, parks, or coast-to-coast routes, playing a critical role in
national security, economic development, or tourism. These roads are like the "muscles" of the network,
enabling specific functions and connections.

By considering all these functions, we can see that national arterial roads are classified into three
distinct groups, making the answer d. all of the above the most accurate.

P.4

Answer is d. all of the above. Why?

Limited Frontage Access: By restricting the number of access points along the national road, traffic flow
is improved, safety is enhanced, and the road's efficiency is maintained. Limited access helps prevent
congestion and accidents, making the road safer for all users.

Development Set Well Back from the Highway: Keeping commercial and residential development at a
distance from the highway reduces the risk of accidents, provides space for future road expansion, and
minimizes the negative impacts of noise and pollution on nearby properties. This approach enhances
safety and sustainability.

All Access to Premises Provided via Provincial Roads: Directing access to properties through provincial
roads rather than directly from the national road helps manage traffic flow, reduce congestion, and
improve safety. It ensures that the national road remains efficient and safe for long-distance travel.
Number of Intersections to be Minimized: Minimizing the number of intersections along the national
road reduces the potential points of conflict and congestion. Fewer intersections improve traffic flow,
enhance safety, and contribute to the overall efficiency of the road network.

Sustainable At-Grade Channelized Intersection for Minor Flows and Other Elements: Implementing
sustainable at-grade channelized intersections for minor flows helps manage traffic effectively,
especially for lower traffic volumes. This design approach reduces delays, improves safety, and ensures
the smooth flow of traffic at intersections.

No Roadside Vendors: Prohibiting roadside vendors along national roads helps maintain the road's
safety, aesthetics, and functionality. It reduces distractions for drivers, enhances visibility, and prevents
encroachment on the road's right-of-way, contributing to a safer and more efficient transportation
environment.

By considering all these elements in national road planning, authorities can create road networks that
prioritize safety, efficiency, sustainability, and overall effectiveness.

P.5

answer is d. all of the above. Why?

1. The Opportunity should be taken to Enforce the Road Hierarchy by Downgrading the Old Road: By
downgrading the old road that passes through the community, through traffic can be discouraged from
using it. This helps reduce congestion, improve safety, and enhance the quality of life for residents in the
community. Enforcing road hierarchy ensures that the bypass serves its intended purpose effectively.

2. Access to the Bypass should be Restricted to Only a Few Points: Restricting access to the bypass to a
limited number of points where safe intersections and spur roads can be provided helps maintain traffic
flow and safety on the bypass. Direct access from the frontage land should not be permitted to prevent
conflicts and ensure a smooth flow of traffic on the bypass. This design approach enhances the efficiency
and safety of the bypass.

3. Provision should be Left for Future Expansions or Development of the Community: Planning for future
expansions or development of the community is essential to accommodate growth and changing
transportation needs. By leaving provision for future developments, such as service roads and spur
roads, the bypass can adapt to future changes while maintaining its effectiveness in reducing traffic
volume within the community. This forward-thinking approach ensures the long-term viability and
functionality of the bypass.

Considering all three considerations when planning and implementing bypasses around communities
helps improve safety, reduce congestion, and enhance the overall transportation network.

P. 6
answer is d. all of the above.

Warning Signs and Rumble Strips: Using warning signs and rumble strips can effectively alert drivers
about upcoming speed-reducing devices or measures ahead. This helps drivers anticipate the need to
slow down and enhances safety in areas where speed reduction is necessary.

Series of Road Humps: Implementing a series of road humps that increase in height gradually can
effectively slow down traffic as it passes through a community or pedestrian predominant area. Road
humps are commonly used to reduce vehicle speeds and improve safety in areas where lower speeds
are desired.

Road Narrowing: Utilizing road narrowing, while considering capacity needs, can induce lower speeds as
traffic passes through the community. By narrowing the road, drivers are encouraged to reduce their
speed, enhancing safety for pedestrians and other road users in the area.

Gateway Treatments: Installing gateway treatments at the approach to the community can effectively
alert drivers that they are entering a different environment. Examples of gateway treatments include
substandard curves, tree lining, or nonrigid gate structures. These treatments help create a visual and
psychological cue for drivers to adjust their speed and behavior as they enter the community.

By implementing a combination of these countermeasures, communities and trading centers can

effectively slow down traffic, improve safety, and create a more pedestrian-friendly environment.

P.7

answer is d. all of the above. Why?

1. Function of the road: This is a fundamental consideration. The design speed must align with the road's
intended purpose.

Examples:

A high-speed freeway needs a higher design speed than a local residential street.

A road designed for heavy truck traffic might have a lower design speed than one primarily used by
passenger cars.

Based on research from The "Green Book" (A Policy on Geometric Design of Highways and Streets) by
the American Association of State Highway and Transportation Officials (AASHTO) emphasizes the
importance of considering the road's functional classification (e.g., freeway, arterial, collector, local)
when determining design speed.

2. Anticipated Operating Speed: This refers to the speed at which drivers are likely to travel on the road,
even if it's different from the posted speed limit.
Based from the research and studies have shown that drivers often exceed posted speed limits,
especially on roads with higher design speeds. Engineers need to account for this tendency when
setting design speeds.

3. Anticipated Speed Limit: The legal speed limit is a crucial factor in determining the design speed.

Based from the research and studies, The design speed should generally be higher than the anticipated
speed limit to allow for a margin of safety and account for driver behavior. However, there are
situations where the design speed might be lower than the speed limit, such as in school zones or areas
with high pedestrian traffic.

4. Economics: Cost is a significant factor in road design. Higher design speeds often require more
expensive construction (e.g., wider lanes, longer curves, more extensive sight distances).

Based from the research and studies I gather, Engineers must balance the desire for high speeds with
the economic constraints of the project. This might involve making trade-offs between design speed
and other factors, such as the number of lanes or the type of pavement used.

In summary: Choosing a design speed for a road project is a complex process that requires careful
consideration of multiple factors. By considering the function of the road, anticipated operating speed,
anticipated speed limit, and economic constraints, engineers can create roads that are safe, efficient,
and cost-effective.

P.8

answer is a.80 kph.

According to research and legal sources, specifically the Land Transportation and Traffic Code of the
Philippines (Republic Act No. 4136), the maximum speed limit for passenger cars and motorcycles on
open country roads with no blind corners and not closely bordered by habitation is 80 kph. This speed
limit is based on the premise that these types of roads offer a higher level of safety due to the lack of
obstacles and potential hazards. However, it is crucial to remember that this is a maximum speed limit,
and drivers should always adjust their speed based on actual road conditions, visibility, and traffic
density.

P.9

answer is C. 50 kph.

As from the Land Transportation and Traffic Code of the Philippines (Republic Act No. 4136), the
maximum speed limit for motor trucks and buses on open country roads with no blind corners and not
closely bordered by habitation is 50 kph.
This law supersedes any local ordinances or resolutions regarding speed limits. It's important to note
that this is a maximum speed limit, and drivers should always adjust their speed based on road
conditions, visibility, and traffic density.

P.10

answer is c. 40 kph.

In situations where true streets or boulevards are clear of traffic with no blind corners and are
designated as such, the maximum speed limit for passenger cars and motorcycles is typically set at 40
kph. This speed limit is designed to ensure safe and efficient travel on these types of roads under ideal
conditions.

It's important for drivers to adhere to posted speed limits and adjust their speed based on road
conditions to ensure the safety of all road users.

P.11

answer is d. 30 kph.

Based on the provided search results, specifically from the Quizlet flashcards, the maximum speed for
motor trucks and buses on "through streets" or boulevards clear of traffic, with no blind corners, when
so designated, is 30 kph.

This information is presented as a flashcard, which suggests it's based on a recognized source of
information for traffic laws and regulations. While it doesn't explicitly state the legal source, the context
indicates it aligns with common traffic regulations

We must remember that this is a maximum speed limit, and drivers should always adjust their speed
based on road conditions, visibility, and traffic density.

P. 12

answer is b. 30 kph.

Here's why, based on the provided search results:

From (Quizlet Flashcards): This source clearly states that on city and municipal streets with light traffic,
when not designated as "through streets", the maximum speed for passenger cars, motorcycles, motor
trucks, and buses is 30 kph.
From (Wikipedia): This source also confirms the same speed limit for the same road conditions. It states
that on city and municipal streets with light traffic, when not designated as "through streets", the
maximum speed is 30 kph.

From (S.K.R.A.P. Blog): This source provides the same information, indicating that the maximum speed
on city and municipal streets with light traffic, when not designated as "through streets", is 30 kph.

Therefore, based on these multiple sources, the maximum speed limit for passenger cars, motorcycles,
motor trucks, and buses on city and municipal streets with light traffic, when not designated as "through
streets", is 30 kph.

It's important to note that these are maximum speed limits. Drivers should always adjust their speed
based on actual road conditions, visibility, and traffic density to ensure safety.

P.13

The statement that the maximum speed for all vehicles in the described situations is 20 kph is incorrect.
While the intention is to emphasize caution and reduced speed in these dangerous circumstances, the
actual legal speed limit is likely to be higher, typically 30 kph.

Based from the research I gathered, The source explicitly states that the maximum speed for all vehicles
through crowded streets, approaching intersections at blind corners, passing school zones, passing
stationary vehicles, or similar dangerous circumstances is 30 kph.

Safety Considerations: While 20 kph might seem like a reasonable speed for these situations, it's
important to remember that traffic laws are designed to balance safety with the flow of traffic. A rigid
20 kph speed limit in all these situations could lead to more congestion and potentially increase the risk
of rear-end collisions.

Driver Discretion: Traffic laws often allow for a degree of driver discretion, especially in situations where
conditions are constantly changing. Drivers are expected to use their judgment and adjust their speed
based on the specific circumstances they encounter.

Therefore, while it's crucial to exercise extreme caution and reduce speed significantly in these
situations, the legal maximum speed is likely to be 30 kph, not 20 kph.

P.14

answer a. 30 kph

30 kph speed limit in high-risk pedestrian areas is a well-supported measure that prioritizes pedestrian
safety, improves traffic flow, enhances the quality of life, and is backed by extensive research and
evidence.

P.15
The statement that the maximum speed for cars and motorists in low-risk pedestrian areas is 60 kph is
incorrect. While 60 kph might be a legal speed limit on some roads, it's generally not considered safe for
areas with any pedestrian presence, even low-risk ones.

Here's why

Safety First: Traffic laws are designed to prioritize safety. Even in areas with low pedestrian traffic,
there's always a chance of someone walking or running across the road unexpectedly. A higher speed
limit increases the risk of a serious accident and injury.

Research and Evidence: Extensive research has shown that lower speed limits, like 30 kph or 40 kph, are
significantly safer for pedestrians. The impact of a collision at 60 kph is much more severe, making it far
more likely to result in serious injury or death.

Driver Behavior: Drivers often tend to exceed speed limits, even in areas with lower limits. A 60 kph
speed limit in a low-risk pedestrian area would likely lead to drivers traveling at even higher speeds,
further increasing the risk to pedestrians.

In conclusion, while there might be some roads designated with a 60 kph speed limit in areas with low
pedestrian traffic, it's not a safe or appropriate speed limit for any area where pedestrians might be
present. The goal of traffic laws is to prioritize safety, and lower speed limits are essential for protecting
pedestrians, even in areas with lower pedestrian activity. It's important to remember that traffic laws
and regulations vary by location. Always check the posted speed limits and adjust your speed based on
actual road conditions and pedestrian activity to ensure the safety of all road users.

P.16

Correct answer by.30 kph

Based on the source I've gathered, while there might be some roads designated with a 40 kph speed
limit in areas with low pedestrian traffic, it's not a safe or appropriate speed limit for any area where
pedestrians might be present. The goal of traffic laws is to prioritize safety, and lower speed limits are
essential for protecting pedestrians, even in areas with lower pedestrian activity. It's important to
remember that traffic laws and regulations vary by location. Always check the posted speed limits and
adjust your speed based on actual road conditions and pedestrian activity to ensure the safety of all
road users. A more appropriate speed limit for roads where pedestrians are required to walk on the
road would be 30 kph or lower, depending on the specific conditions.

P.17

answer d. 80 kph
The statement that the speed limit appropriate on a high-standard duplicated carriageway road with
only occasional access from adjoining properties is 80 kph is partially correct, but it's important to
consider the context and specific regulations. Why 80 kph might be appropriate?

High Standard Duplicated Carriageway: This implies a road designed for higher speeds, with features
like wide lanes, good visibility, and well-maintained surfaces. These characteristics generally support a
higher speed limit.

Specific Regulations: Speed limits are determined by local laws and regulations. While 80 kph might be
common on such roads in some jurisdictions, it's not a universal standard.

Safety Considerations: Even on high-standard roads, factors like traffic volume, road curvature, and
weather conditions can influence the appropriate speed limit.

Pedestrian Safety: Even with occasional access, the presence of pedestrians or cyclists should be
considered, and the speed limit might be lower if there's a potential for pedestrian activity.

In conclusion: 80 kph might be a common speed limit on high-standard duplicated carriageway roads
with limited access, it's not universally applicable.

The appropriate speed limit depends on specific factors, including local regulations, road conditions, and
potential pedestrian activity.

It's always best to follow the regulations posted and speed limit and adjust your speed based on actual
road conditions to ensure safety.

P. 18

answer c. 100 kph

The appropriate speed limit on a very high-standard expressway with a low crash rate of 100 kph is
influenced by road design, traffic flow, and safety considerations. While 100 kph may be suitable in
some jurisdictions due to wide lanes, limited access, and low crash rates, speed limits are ultimately
determined by local laws and regulations. Factors like traffic volume, road geometry, environmental
conditions, and pedestrian activity also impact speed limit decisions. It's crucial to adhere to posted
speed limits and adjust speed based on actual road conditions to ensure the safety of all road users.

P. 19

answer is a. 1 km

The statement that repeater speed limit signs should be placed at 1 km spacing after the initial two pairs
within the first kilometer is partially correct, but it's not explicitly stated in Philippine law. While the
general principle of clear and frequent signage is emphasized, the exact spacing for repeater signs is not
specified.
The search results point to Republic Act No. 4136, the Land Transportation and Traffic Code, as the
governing law for speed limits in the Philippines. However, the specific spacing of repeater signs is not
explicitly mentioned within this code.

General Principles: The search results highlight the importance of consistency and clear information for
drivers. This implies that repeater signs should be placed frequently enough to ensure drivers are aware
of the speed limit.

DPWH Standards: The search results mention the Department of Public Works and Highways (DPWH)
Highway Safety Design Standards Part 1: Road Safety Design Manual as a potential source for guidance
on sign spacing. However, the provided document does not contain specific information on repeater
sign spacing.

so in conclusion: While 1 km spacing might be a reasonable guideline, it's not explicitly mandated by
Philippine law. The actual spacing of repeater signs likely depends on factors like road type, traffic
volume, and local regulations, which might not be fully captured in the provided search results.

Further Research: Consulting the DPWH Highway Safety Design Standards Part 1: Road Safety Design
Manual directly would be helpful to see if it provides specific guidelines on repeater sign spacing.

P. 20

answer is d. 80-90 kph

The speed limit on a lower standard expressway is typically set at 80 or 90 km per hour based on factors
like road design, traffic conditions, and safety regulations. While these speeds are common, the actual
limit varies by jurisdiction and road characteristics. Factors such as traffic volume, road design, and
pedestrian activity influence speed limit decisions.

P. 21

answer b. Road capacity

Road capacity is the maximum number of vehicles that can reasonably be expected to pass over a
specific section of a lane or roadway in one direction or both directions within one hour, considering the
prevailing road and traffic conditions. While not explicitly defined by law, road capacity is a critical
concept in traffic engineering and transportation planning. It guides decisions on road design, traffic
management, and infrastructure planning to ensure safe and efficient traffic flow. Factors such as road
geometry, traffic conditions, and environmental factors influence road capacity, which plays a key role in
maintaining traffic safety and optimizing transportation networks.

P.22
answer d. All of the above

Number of Lanes: More lanes mean more space for vehicles to travel, increasing capacity. Lane and
Shoulder Width: Wider lanes and shoulders provide more room for vehicles to maneuver, reducing
congestion and increasing capacity.

Terrain and Road Gradient: Steep grades and hilly terrain can slow down traffic, reducing capacity. Flat,
straight roads allow for higher speeds and greater capacity.

Traffic Composition: A mix of vehicle types (cars, trucks, buses) can affect capacity as different vehicles
have varying speeds and maneuverability.

Side Friction: This refers to anything that impedes smooth traffic flow, such as:

Road Furniture: Signs, light poles, and other roadside objects can reduce available space and increase
the risk of accidents.

Pedestrians: Pedestrian crossings and high pedestrian activity can slow down traffic and reduce
capacity.

Intersections Capacity: The design and capacity of intersections can significantly impact the overall
capacity of a route. Bottlenecks at intersections can cause delays and reduce flow.

Priority of Movements: Traffic signals and other control measures that prioritize certain movements
(e.g., turning lanes) can affect capacity.

Traffic Signal Pacing: Properly timed traffic signals can optimize flow and increase capacity. Poorly
timed signals can create congestion.

All of these factors contribute to the overall capacity of a route. A route's capacity is not simply
determined by the number of lanes but by the interplay of all these factors.

P.23

VPH (Vehicles Per Hour): While vph is a common unit for measuring road capacity, a single number like
200 vph is insufficient to define an ideal capacity. Road capacity is highly variable and depends on
numerous factors.

Context Matters: The ideal capacity of a road depends on:

Road Type: A highway designed for high-speed traffic will have a much higher ideal capacity than a
narrow city street.

Design Standards: Different countries and regions have different design standards for roads, which
influence capacity.
Traffic Conditions: Ideal capacity assumes optimal traffic flow, which is rarely the case in real-world
conditions.

Safety Considerations: Ideal capacity should also consider safety factors, ensuring that traffic flow is
managed to minimize accidents.

Example:

 A multi-lane highway designed for high-speed traffic might have an ideal capacity of 2,000 vph
or more.
 A two-lane rural road might have an ideal capacity of 500-800 vph.
 A narrow city street with frequent intersections might have a much lower ideal capacity,
perhaps only 200-300 vph.

P.24

answer c. I,II & III only

Statements 1, 2, and 3 are generally considered good practices for turnout placement, but statement 4
is not a universally accepted rule, especially when considering the Land Transportation Office (LTO)
guidelines. Why?

1. Turnout at Pedestrian Concentrations: This statement is correct and aligns with the LTO's focus on
pedestrian safety. Turnouts provide safe areas for vehicles to pull over and allow pedestrians to cross,
especially in areas with high pedestrian traffic. This is a fundamental principle of road design for
pedestrian safety.

2. Turnout Placement After Intersections: This statement is partially correct. While it's generally good
practice to have a turnout shortly after an intersection, the specific distance of 50 meters might not be a
strict LTO requirement. The exact distance would depend on factors like intersection design, traffic
volume, and visibility. LTO guidelines often focus on ensuring adequate visibility and safe maneuvering
space for vehicles entering and exiting the intersection.

3. Minimum Distance Between Turnouts: This statement is correct and reflects the need to avoid
excessive turnouts that could disrupt traffic flow. The specified distances (500 meters in urban areas and
1 kilometer in other areas) are reasonable guidelines for ensuring adequate spacing. LTO guidelines aim
to balance the need for turnouts with the smooth flow of traffic and the prevention of unnecessary
congestion.

4. Turnout Placement on Curves: This statement is incorrect as a general rule. While turnouts are
sometimes placed on curves, it's not a strict requirement and can be problematic. Here's why:

a) Visibility: Placing turnouts on curves can significantly reduce visibility for both vehicles entering the
turnout and other vehicles approaching the curve. This can increase the risk of accidents.
 b) Maneuverability: The reduced visibility and potential for sharp curves can make it difficult for
vehicles to safely enter and exit the turnout.

c) Sign Distance: While it's true that turnouts on curves can limit sign distance, this is a consideration
during design, not a direct requirement. The LTO emphasizes clear and adequate signage for all road
features, regardless of their location.

The LTO's primary focus is on ensuring safe and efficient road design. While the placement of turnouts
on curves might be considered in specific cases, it's not a general requirement. The LTO's guidelines
prioritize visibility, maneuverability, and the overall safety of road users, which are often compromised
by placing turnouts on curves.

In Conclusion:

statements 1, 2, and 3 are generally aligned with LTO principles, statement 4 is not a universally
accepted rule. The LTO prioritizes safety and efficiency, and placing turnouts on curves can compromise
these factors. It's essential to consult official LTO manuals and design standards for specific
requirements and specifications.

P.25

answer a. 15.0 meters

P.26

answer b. 3.60

P.27

answer b. 30.0 meters

P.28

answer c. 100 mm

P. 29

answer b. 230 mm

25-29 Explanation
DPWH DEPARTMENT ORDER NO. 58, S. 2010, October 29, 2010 _REVISED GUIDELINES IN THE DESIGN
AND LOCATION OF TURNOUTS (LOADING AND UNLOADING BAYS) ALONG NATIONAL ROADS

In line with the Department's continuing process of upgrading our road safety standards, the guidelines
in the design and location of turnouts (loading/unloading bays) as set forth in Department Order No. 44,
Series of 2010, are hereby amended, as follows:

Turnouts shall be placed outside the carriageway of our national roads and should be sufficiently long to
accommodate the maximum number of vehicles expected to occupy the space at one time. The
desirable minimum length including transition taper is 60.0 meters but not longer than 185.0 meters to
avoid its use as a passing lane, The required length of the turnout shall be determined considering a
length of 15.0 meters for each bus. Turnouts shall have a minimum width of 3.60 meters to
accommodate all types of vehicle, Turnouts shall not be placed on or adjacent to horizontal and vertical
curves that limit the sight distance in either direction. The specific location of turnout shall be
determined taking into consideration the following conditions:

5.1 Turnouts shall be placed at locations/poblacions where pedestrians are normally concentrated;

5.2 A turnout maybe placed at least 50.0 meters after a road intersection, (Figure 2<SUP
STYLE="COLOR: RGB(255, 0, 0);">*</SUP>);

5.3 Minimum distance between two consecutive turnouts in one direction shall not be less than
500.0 meters in cities/urban centers. In other areas, the minimum distance shall not be less than 1.0
kilometer;

5.4 Turnouts shall not be placed opposite each other but shall be placed not less than 30.0 meters
apart.

The pavement type of turnout shall be the same as the existing pavement of the carriageway, The
pavement thickness of turnout shall in no case be less than 100 mm for asphalt and 230 mm for
concrete with supporting base layers.

Pedestrian sidewalk or platform (minimum width of 2.0 meters) shall be provided alongside the turnout
and in no case shall be lower than the existing sidewalk;

In areas involving high embankment or excavation, coco fiber or geotextile net shall be used for the
slope protection;

P.30

answer d. All of the above

For adequate drainage of surface run-off, drainage facilities such as curb and gutter, inlets and storm
sewer shall be provided within the turnout. The following shall be observed:

 The cross slope of the turnout shall be 0.50% steeper than the cross slope of the adjacent lane
of the existing carriageway;
 The gutter alongside the turnout shall have the same slope as the existing carriageway;
 On carriageway with existing storm sewer, the turnout shall be provided with inlets (spacing of
20.0 meters) and connecting pipes to the existing sewer;
 On level carriageways with no existing storm sewer, the gutter alongside the turnout shall be
sloped to 0.30%. Adequate signages and pavement markings shall be installed to maximize
usage and safe operation