Survey Data

Location
•Topographic Index of
Cover Sheet Plan/Vicinity General Notes
Plan Drawings
Map
•Ground Profile

Construction Summary of Typical Roadway

Specifications Design Criteria
Requirements Quantities Sections

Schedule of Schedule of Schedule of

Geometric Drainage miscellaneous miscellaneous miscellaneous
Design Standard Schedule works: works: works:
• Slope Protection •Guardrails •Signages

Schedule of
miscellaneous Horizontal Vertical Elements of
works: Plan & Profile
Alignment Alignment Curve
•Pavement Markings

Superelevation Widening Typical Drainage

Stationing Matchline
Diagram Diagram Details

Typical Typical Slope Detailed

Detailed Cross Roadway
Pavement Protection Drainage Cross-
Sections Lighting
Details Details Sections
PRESENTATION OUTLINE

I. Geometric
II. Drainage
III. Pavement
IV. Earthworks
I. BASIC HIGHWAY DESIGN DATA
 BASIC HIGHWAY
DESIGN DATA
•Field Survey Information
•Field Investigation
•Soil Investigation
•Existing Pavement Evaluation
•Drainage Recommendation
•Design Controls
 BASIC HIGHWAY
DESIGN DATA
• Field Survey Information

Involves determination of the

physical location, alignment, Highway Location Reconnaissance
gradients, sight distances, cross
sections, and other design
elements of highways.
Utility Service
Preliminary Survey
Records

Final Location
Office Projection
Survey
 BASIC HIGHWAY
DESIGN DATA
• 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
 BASIC HIGHWAY
DESIGN DATA
• 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
 BASIC HIGHWAY
DESIGN DATA
• Existing Pavement Evaluation

While 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.
 BASIC HIGHWAY
DESIGN DATA
• Drainage Recommendation

PRIMARY OBJECTIVE: To maintain all parts of the highway in an

excellent drainage condition, prevent traffic congestion and slip
accidents caused by flooding water on road surface

Surface Subsurface Slope Drainage on

Structures
 BASIC HIGHWAY
DESIGN DATA
• 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 Traffic Character of Design Traffic

Design Speed
Volume Traffic (Vehicles)

Classification of Accident
Highway Capacity
Highway Information
II. HIGHWAY DESIGN
 HIGHWAY DESIGN
COMPONENTS
•Geometric
•Drainage
•Pavement
•Earthworks
 HIGHWAY DESIGN

GEOMETRIC DESIGN

Embraces the grade

line, alignment and the
width of the several
component parts
including intersections
and roadside facilities.
 HIGHWAY DESIGN

GEOMETRIC DESIGN
GEOMETRIC DESIGN CONSIDERATIONS

•Sight Distance
•Horizontal Alignment
•Vertical Alignment
•Cross Sections
 HIGHWAY DESIGN | GEOMETRIC DESIGN

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

Sight Distance on Horizontal Curves

 HIGHWAY DESIGN | GEOMETRIC DESIGN

SIGHT DISTANCE
TYPES OF SIGHT DISTANCE
1 2 3 4
Stopping
Passing Sight Decision Sight Intersection
(Non-Passing)
Distance Distance Sight Distance
Sight Distance
 HIGHWAY DESIGN | GEOMETRIC DESIGN | 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.
HIGHWAY DESIGN | GEOMETRIC DESIGN | SIGHT DISTANCE

PASSING SIGHT DISTANCE

 GEOMETRIC DESIGN | SIGHT DISTANCE

PASSING V.S. STOPPING

SIGHT DISTANCE
 HIGHWAY DESIGN | GEOMETRIC DESIGN | SIGHT DISTANCE

STOPPING SIGHT DISTANCE

 The minimum distance required to stop a
vehicle before it reaches a stationary object

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

 GEOMETRIC DESIGN | SIGHT DISTANCE

STOPPING SIGHT DISTANCE

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

 HIGHWAY DESIGN | GEOMETRIC DESIGN | SIGHT DISTANCE

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
 HIGHWAY DESIGN | GEOMETRIC DESIGN | SIGHT DISTANCE

DECISION SIGHT DISTANCE

Distance required for a driver to initiate and complete
safely and efficiently the maneuver of an unexpected or
otherwise difficult-to-perceive information source or
hazard

It is substantially greater than the stopping sight distance

 HIGHWAY DESIGN | GEOMETRIC DESIGN | SIGHT DISTANCE

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).
 HIGHWAY DESIGN | GEOMETRIC DESIGN

HORIZONTAL ALIGNMENT
Series of straights (tangents) connected by circular curves. In modern
practice, it is common to introduce transition or spiral curves
between tangents and circular curves.
 HIGHWAY DESIGN | GEOMETRIC DESIGN

HORIZONTAL ALIGNMENT
DESIGN ELEMENTS

Radius of Length of
Curve Curve

Widening on
Superelevation
Curves

General
Controls
 HIGHWAY DESIGN | GEOMETRIC DESIGN | HORIZONTAL ALIGNMENT

RADIUS OF CURVE
“The combination of design speed and
maximum superelevation controls the maximum
degree of curvature.”

DPWH MINIMUM DESIGN REQUIREMENTS

Minimum Radius is 30m for a design speed of

30kph and maximum superelevation, emax=8%.
 HIGHWAY DESIGN | GEOMETRIC DESIGN | HORIZONTAL ALIGNMENT

RADIUS OF CURVE

Desirably, the
minimum
length of
horizontal
curve on main
highways
should be
about 3x the
design speed.
 HIGHWAY DESIGN | GEOMETRIC DESIGN | HORIZONTAL ALIGNMENT

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.
 HIGHWAY DESIGN | GEOMETRIC DESIGN | HORIZONTAL ALIGNMENT

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%
 HIGHWAY DESIGN | GEOMETRIC DESIGN | HORIZONTAL
ALIGNMENT

WIDENING ON CURVES

“The objective
of widening
along
horizontal
curve is to
make
operating
conditions on
curves
comparable
to those on “Widening on curves facilitates
tangents.” OFFTRACKING.”
THE MINIMUM WIDENING RECOMMENDED ON CURVES IS 0.60m. IT IS
TRANSITIONED WITHIN THE LENGTH OF THE SUPERELEVATED RUNOFF APPLIED AT
THE INSIDE EDGE OR ON BOTH EDGES AND SHOULD BE ATTAINED LINEARLY.
 HIGHWAY DESIGN | GEOMETRIC DESIGN | HORIZONTAL ALIGNMENT

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.

 GEOMETRIC DESIGN | HORIZONTAL ALIGNMENT

WIDENING ON CURVES
 HIGHWAY DESIGN | GEOMETRIC DESIGN | HORIZONTAL ALIGNMENT

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.
 HIGHWAY DESIGN | GEOMETRIC DESIGN | HORIZONTAL ALIGNMENT

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.
 HIGHWAY DESIGN | GEOMETRIC DESIGN

VERTICAL ALIGNMENT
 HIGHWAY DESIGN | GEOMETRIC DESIGN

VERTICAL ALIGNMENT
DESIGN ELEMENTS & CONSIDERATIONS

Critical
Gradient Length of
Grade

Vertical General
Curve Controls
HIGHWAY DESIGN | GEOMETRIC DESIGN | VERTICAL ALIGNMENT

GRADIENT
 HIGHWAY DESIGN | GEOMETRIC DESIGN | VERTICAL ALIGNMENT

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.
HIGHWAY DESIGN | GEOMETRIC DESIGN | VERTICAL ALIGNMENT

EFFECT OF GRADE
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
 HIGHWAY DESIGN | GEOMETRIC DESIGN | VERTICAL ALIGNMENT

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
 HIGHWAY DESIGN | GEOMETRIC DESIGN | VERTICAL ALIGNMENT

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
HIGHWAY DESIGN | GEOMETRIC DESIGN | VERTICAL ALIGNMENT

VERTICAL CURVE
 HIGHWAY DESIGN | GEOMETRIC DESIGN | VERTICAL ALIGNMENT

a) Crest vertical curves

VERTICAL CURVE

Crest vertical curves should be long enough to permit sight distance.

 HIGHWAY DESIGN | GEOMETRIC DESIGN | VERTICAL ALIGNMENT

a) Sag vertical curves

VERTICAL CURVE

Headlight sight distance controls the length of sag vertical curve.

 HIGHWAY DESIGN | GEOMETRIC DESIGN | VERTICAL ALIGNMENT

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.

 HIGHWAY DESIGN | GEOMETRIC DESIGN | VERTICAL ALIGNMENT

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.
 HIGHWAY DESIGN | GEOMETRIC DESIGN
COMBINATION OF HORIZONTAL &
VERTICAL ALIGNMENTS
“Horizontal and vertical alignment
should complement each other. Both traffic
operation and overall appearance of the
facility should be carefully considered in
design.”

CURVATURE AND GRADES SHOULD BE IN PROPER

BALANCE.
 HIGHWAY DESIGN | GEOMETRIC DESIGN

CROSS-SECTIONS
CROSS-SECTION ELEMENTS

Pavement
• Surface Type
• Cross Slope

Lane Width

Shoulders
 HIGHWAY DESIGN | GEOMETRIC DESIGN | CROSS-SECTIONS

PAVEMENT
SURFACE TYPE SELECTION IS BASED ON:

Traffic Volume Performance of

Soil
and Weather Existing
Characteristics
Composition Pavements

Overall Annual
Availability of Energy Initial Cost,
Maintenance
Materials Conservation and
Cost
 HIGHWAY DESIGN | GEOMETRIC DESIGN | CROSS-SECTIONS

PAVEMENT
CROSS SLOPE

Cross slope, cross fall or

Surface Cross Slope
camber is a geometric
feature of pavement Type Rating
surfaces; High 1.50 – 2.0%
• For surface drainage Intermediate 2.0 – 3.0%
improvement
Low 3.0 – 4.0%
 HIGHWAY DESIGN | GEOMETRIC DESIGN | CROSS-SECTIONS

PAVEMENT
LANE WIDTH

Width of pavement is determined by the lane width. DPWH

adopts a standard lane width of 3.35m.

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.
 HIGHWAY DESIGN | GEOMETRIC DESIGN | CROSS-SECTIONS

PAVEMENT
LANE WIDTH

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
 HIGHWAY DESIGN | GEOMETRIC DESIGN | CROSS-SECTIONS

PAVEMENT
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.
 HIGHWAY DESIGN | GEOMETRIC DESIGN | CROSS-SECTIONS

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
 HIGHWAY DESIGN | GEOMETRIC DESIGN | CROSS-SECTIONS

SHOULDER

DPWH Department Order No. 22 Series of

2013
“Clarification on the Definition and
Difference Between WideNing and Paving
of Shoulders”
Paragraph 2: Paving of shoulders cannot be
considered as widening because it will not
increase the road width by at least 3.05m.
Further, DO No. 40, series of 2012 prescribes
a minimum shoulder width of 1.50 meters.
 HIGHWAY DESIGN

DRAINAGE DESIGN

PRIMARY OBJECTIVE: To maintain all parts of the highway in an

excellent drainage condition, prevent traffic congestion and slip
accidents caused by flooding water on road surface

Surface Subsurface Slope Drainage on

Structures
 HIGHWAY DESIGN

DRAINAGE DESIGN
Highway Alignment Pavement
• The alignment of the • “Water enters the pavement
structure in many ways, such
highway and its as through cracks, joints, or
relationship with the pavement infiltration.”
drainage systems is
the foremost concern • EFFECTS OF THIS ON
of the engineer during PAVEMENTS INCLUDE
REDUCED STRENGTH OF
the location phase. UNBOUNDED GRANULAR
MATERIALS AND ROADBED
SOILS, PUMPING OF
CONCRETE PAVEMENTS AND
FINES IN AGGREGATE BASE
 HIGHWAY DESIGN | DRAINAGE DESIGN
HYDROLOGIC ANALYSIS FOR
CULVERTS

Estimation of Discharge (Catchment

delineation, design rainfall analysis)

Runoff Analysis (rational formula, flood

frequency analysis, unit hydrograph,
storage function method
 HIGHWAY DESIGN | DRAINAGE DESIGN
HYDROLOGIC ANALYSIS
REQUIREMENTS
• Determination of drainage areas by topographic maps or
aerial photographs; (A)

• Run-off coefficient according to the surface condition, slope,

soil nature and rainfall duration in the drainage area; (C)

• Rainfall intensity derived from the maximum rainfall for the

design storm frequency and the time of concentration; (I)

• Time of concentration required for run-off from the remotest

point of the drainage or catchment area to arrive at the
outlet point; (t)
• Determination of design run-off normally adopts the Rational
Method: Q = 0.278 CIA
 HIGHWAY DESIGN | DRAINAGE DESIGN

DESIGN STORM FREQUENCY

“The selection of flood frequencies normally differ depending on
the type of drainage structure or condition being considered.”
 HIGHWAY DESIGN | DRAINAGE DESIGN

HYDRAULIC ANALYSIS
HYDRAULIC ANALYSIS OF LATERAL DRAINS

• The hydraulic design of roadway ditches consists of

selecting a standard ditch size to carry the design peak
flow without encroaching in the highway shoulder

HYDRAULIC ANALYSIS OF CROSS DRAINS

• “The function of a culvert is to convey surface water

across or from the highway right-of-way. It must also carry
construction and highway traffic and earth loads”
 HIGHWAY DESIGN | DRAINAGE DESIGN

HYDRAULIC ANALYSIS REQUIREMENTS

• Design discharge Q (in m3/sec)

• Approximate length of culvert (in meter)

• Slope of culvert (in %)

• Allowable headwater depth (in meter), which is the vertical distance

from the culvert invert (flow line) at the entrance to the surface
elevation permissible headwater pool

• Mean and maximum flood velocities in natural stream and allowable

outlet velocities if scour is a problem

• Type of culvert selected including barrel material, cross sectional

shape and entrance type.
 HIGHWAY DESIGN | DRAINAGE
DESIGN

HYDRAULIC
ANALYSIS
REQUIREMENTS

Summary Sheet for Design

of RCPC and RCBC
 HIGHWAY DESIGN | DRAINAGE DESIGN

HYDRAULIC ANALYSIS REQUIREMENTS

COVER
Pipe culverts shall be laid at such grades that there will be a cushion of at
least 0.60m of fill over the top of the pipe
 HIGHWAY DESIGN | DRAINAGE DESIGN

HYDRAULIC ANALYSIS REQUIREMENTS

FLOODED SECTION
 HIGHWAY DESIGN | DRAINAGE DESIGN

HYDRAULIC ANALYSIS REQUIREMENTS

TYPICAL SPILLWAY SECTION

 HIGHWAY DESIGN

PAVEMENT DESIGN

TYPES OF PAVEMENT
The process of determining
the thickness and strength of • Flexible (Asphalt
a pavement laid on a soil Pavement)
foundation (subgrade) for
the purpose of providing an • Rigid (Concrete
even non-skid, stable and Pavement)
desirable surface, permitting
efficient, rapid and safe flow • Unbound, gravel
of traffic in accordance with surfaced, unsealed, or
specified loads. unpaved roads
 HIGHWAY DESIGN | PAVEMENT DESIGN

FLEXIBLE VS. RIGID PAVEMENT

• Flexible (asphalt) and rigid (concrete) pavements are the types
of pavement that are commonly constructed in the Philippines.

Comparison of the Characteristics of Asphalt and Concrete Pavements

 HIGHWAY DESIGN | PAVEMENT DESIGN
JOINTED PLAIN CONCRETE
1. Uses contraction joints that are PAVEMENT (JPCP)
spaced at equal distance to
avoid transverse cracking in
between said joints due to
temperature and moisture
stresses.
2. Does not use any reinforcing
steel bars along the slab.
3. The use of load transfer devices
such as plain dowel bars are
typically used at transverse
joints.
4. Tie bars (Deformed Steel Bars)
are used in longitudinal joints.
5. Butt Transverse Construction
Joints located at a minimum of
1.50m from the weakened
plane joint.
 HIGHWAY DESIGN | PAVEMENT DESIGN

PAVEMENT DESIGN ISSUANCES

Department Order No. 22 Series of 2011
“Minimum Pavement Thickness and Width of National Roads”

 280 mm minimum thickness

 A thickness less than 280 mm but in no case less than 230 mm may
be adopted if the Cumulative Equivalent Single Axle load (CESAL)
is not more than 7.0 x 106
 HIGHWAY DESIGN | PAVEMENT DESIGN

PAVEMENT DESIGN ISSUANCES

Department Order No. 40 Series of 2014
“Prescribing Minimum Design Standard for Portland Cement
Concrete Pavement (PCCP) in the Arterial and Secondary National
Roads and Access Roads Leading to Ports”
 280 mm minimum thickness (primary and secondary national
roads)
 Provision of dowel on chairs on all weakened plane joints
(contraction joints at every 4.5m and expansion joints at every
90m) – suspended per Department Order No. 137, Series of 2014
 HIGHWAY DESIGN | PAVEMENT DESIGN

PAVEMENT DESIGN ISSUANCES

Department Order No. 32 Series of 2016
“Guidelines on the Use of Dowel Bars in Portland Cement
Concrete Pavement (PCCP)”
“In case the required
diameter of 36mm is not
commercially available,
smaller dowel bar can be
used with adjustment in bar
spacing as prescribed in DO
32 S. 2016.”
 HIGHWAY DESIGN | PAVEMENT DESIGN
RIGID PAVEMENT DESIGN
COMPONENTS

Slab length (as per DPWH standard, slab length is 4.50m)

Joint load transfer designs (tie bars are used in longitudinal

joints while plain dowel bars are used in transverse
construction joints)

Slab thickness (AASHTO Empirical Equation)

 HIGHWAY DESIGN | PAVEMENT DESIGN
AASHTO 1993 EMPIRICAL
FORMULA FOR RIGID PAVEMENT
𝒍𝒐𝒈10 𝑾18
∆𝑷𝑺𝑰
𝒍𝒐𝒈10
4.5 − 1.5
= 𝒁𝑹 𝒙 𝑺𝒐 + 7.35 𝒙 𝒍𝒐𝒈10 𝑫 + 1 − 0.06 +
1.624 𝒙 107
1+
𝑫 + 1 8.46
𝑺′𝒄 𝒙 𝑪𝒅 𝒙 𝑫0.75 − 1.132
+ 4.22 − 0.32 𝒙 𝒑𝒕 𝒙 𝒍𝒐𝒈10
18.42
215.63 𝒙 𝑱 𝑫0.75 −
𝑬𝒄 Τ𝒌 0.25
W18 predicted number of 80 kN (18,000 lb.) ESALs
ZR standard normal deviate
So combined standard error of the traffic prediction and performance
prediction
D slab depth (inches)
Pt terminal serviceability index
ΔPSI difference between the initial design serviceability index, po, and
the design terminal serviceability index, pt
S’c modulus of rupture of PCC (flexural strength)
Cd drainage coefficient
J load transfer coefficient (value depends upon the load transfer
efficiency)
Ec Elastic modulus of PCC
k modulus of subgrade reaction
 HIGHWAY DESIGN | PAVEMENT DESIGN
RIGID PAVEMENT DESIGN
PARAMETERS
Design Traffic PAVEMENT THICKNESS, D
Load
Serviceability Soil Properties Load Transfer
(PSI) Coefficient, J
A factor to account for the
ability of a concrete
DPWH adopts pavement to transfer or
Reliability of 85% and distribute load across
90% on national roads discontinuities such as joints
and expressways, or cracks.
Design respectively. As for the
Period Ability to serve any type
local roads, 85% is also
adopted. of traffic that uses the
facility

Coefficient of Pavement
Resilient Modulus of
Drainage, Cd Material Subgrade (AASHTOT274)
LEF
Properties, S’C &EC
varies from 0.7 to 1.25 per
Flexural Strength, S’c: 3.8
AASHTO Effective Modulus of
MPa (550 psi) per AASHTO
recommendations; Subgrade, k J = 3.8 - 4.4
T97 and T177
18-kip
DPWH adopts a
Compressive Strength, Ec:
conservative value of 1.0
24.1 MPa (3500 psi) per RIGID PAVEMENT LAYER
AASHTO T22
J = 3.2
CESAL
 HIGHWAY DESIGN | PAVEMENT DESIGN
AASHTO 1993 EMPIRICAL FORMULA
FOR FLEXIBLE PAVEMENT
𝒍𝒐𝒈10 𝑾18
∆𝑷𝑺𝑰
𝒍𝒐𝒈10
4.2 − 1.5
= 𝒁𝑹 𝒙 𝑺𝒐 + 9.36 𝒙 𝒍𝒐𝒈10 𝑺𝑵 + 1 − 0.2 +
1094
0.4 +
𝑺𝑵 + 1 5.19
+ 2.32𝒍𝒐𝒈10 𝑀𝑅 − 8.07
Where : 𝑺𝑵 = 𝒂𝟏 𝑫𝟏 + 𝒂𝟐 𝑫𝟐 𝒎𝟐 + 𝒂𝟑 𝑫𝟑 𝒎𝟑
Structural Number
An abstract number
representing structural
strength required for a given
combination of soil support,
design traffic, serviceability
index and environment.
 HIGHWAY DESIGN
SLOPE STABILITY ON
EARTHWORKS
Slope (Earth)
 An inclined surface of a mass of soil, that could either be
supported or unsupported and could either be man-made or a
natural form.
 It can be below or above roadway level.
 HIGHWAY DESIGN | SLOPE STABILITY ON EARTHWORKS

COMMON CAUSES OF SLOPE FAILURE

Gravitational

Slope
Saturation

Seismic

Volcanic
 HIGHWAY DESIGN | SLOPE STABILITY ON EARTHWORKS

COMMON CAUSES OF SLOPE FAILURE

DPWH Classification
1. Soil Slope Collapse (SC)
2. Rock Slope Collapse (RC)
3. Landslides (LS)
4. Debris Flow (DF)
5. Road Slips (RS)
6. River Erosion (RE)
7. Coastal Erosion (CE)

• Unnumbered Memorandum
dated December 22, 2016,
signed by Usec. Cabral
Re: Road Slope Management
(RSM)
 HIGHWAY DESIGN | SLOPE STABILITY ON EARTHWORKS

SLOPE FAILURE MITIGATION

Structural

Non-
Structural

Seismic

Volcanic
 HIGHWAY DESIGN | SLOPE STABILITY ON EARTHWORKS

SLOPE STABILITY ANALYSIS

WHAT DETERMINES
SLOPE STABILITY?
SLOPE STABILITY ANALYSIS
• an analysis to assess or determine if a Unit Weight
man-made / natural slope or a slope
protection structure is safe against sliding
or collapsing
• to quantitatively assess, a factor of safety Slope angle
(FS) must be introduced
• to assess the stability analysis of a slope,
geological information , site character Cohesion of the
like properties of soil / rock, slope slope material
geometry, groundwater conditions,
earthquake and among others are
necessary. Angle of Internal
Friction
 HIGHWAY DESIGN | SLOPE STABILITY ON EARTHWORKS

SLOPE STABILITY ANALYSIS

FACTOR OF SAFETY
• a design margin over the theoretical design capacity
• it allows for uncertainty in the design process
• is calculated by dividing the forces resisting movement by the forces
driving movement
 HIGHWAY DESIGN | SLOPE STABILITY ON EARTHWORKS

STANDARD CUT/FILL SLOPES

CUT / MOUNTAIN
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
3.0 meters or less 2:1
Above 3.0 meters 1.5 : 1

DGCS (1984)
 HIGHWAY DESIGN | SLOPE STABILITY ON EARTHWORKS

STANDARD CUT/FILL SLOPES

STABILITY OF CUT AND FILL SLOPES FOR DIFFERENT MATERIAL TYPES, DGCS 2015

Nature of
Soil Material* Height of Cut/Fill (m) Slope Ratio (H/V) Remarks
Material

Well Graded Sand (SW)

Less than 5 1.5 : 1 to 2.0 : 1
Gravel with Silt (GM) Applied to fills with
Gravel with Clay (GC) sufficient bearing
capacity at
Well Graded Gravel (GW)
5 to 15 1.8 : 1 to 2.5 : 1
foundation ground,
Poorly Graded Gravel (GP) which are not
affected by
Poorly Graded Sand (SP) Less than 10 1.8 : 1 to 2.5 : 1 inundation (assumed
Soil
drained and
Silty Sand (SM) unsaturated).
Less than 5 1.5 : 1 to 2.0 : 1
Clayey Sand (SC)
Consistency assumed
Hard Clayey Soils and Clay
5 to 10 2.0 : 1 to 2.5 : 1 to be medium dense
of Alluvium, Loam (CL) (non-cohesive) or stiff
(cohesive) or better.
Soft Clay of High Plasticity
0 to 5 2.5 : 1 to 3.0 : 1
(CH), Silts (ML, MH)
 HIGHWAY DESIGN | SLOPE STABILITY ON EARTHWORKS

STANDARD CUT/FILL SLOPES

STABILITY OF CUT AND FILL SLOPES FOR DIFFERENT MATERIAL TYPES, DGCS 2015

Nature
Height of Cut/Fill
Soil Material* of Slope Ratio (H/V) Remarks
(m)
Material

Medium to High Less than 10 0.5 : 1 to 1.0 : 1

Strength Rock,
Slightly Weathered
to Fresh 10 to 15 0.75 : 1 to 1.2 : 1

Very Low to
Less than 5 0.75 : 1 to 1.2 : 1 Assess all rock
Medium Strength
Rock, Extremely to slopes in cut in
Rock**
accordance
Distinctly 5 to 10 1.0 : 1 to 1.5 : 1 with Section 7.3
Weathered
Residual Soil to
Less than 5 1.0 : 1 to 1.5 : 1
Extremely Low
Strength Rock,
Extremely 5 to 10 1.5 : 1 to 2.0 : 1
Weathered
III. HIGHWAY PLAN AND
SUPPORTING DOCUMENTS
 REQUIREMENTS FOR 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.
 REQUIREMENTS FOR SPEEDY
PLAN PREPARATION
DPWH Department Order No. 77 Series of 2018
“Revised Guidelines In The Preparation Of Detailed Engineering Design, "As-
staked", Revised, and "As-built" Plans For Highway, Bridge And Water Projects”

Item 1: All sheets in a set of DED, "As-Staked", Revised and "As-Built"

Plans for Bridge, Highway, Water Engineering and other related
projects shall be uniform and of one standard A3 size (297mm x
420mm) high quality white paper (minimum of 80gsm/substance 24).

Item 4: The scale to be used for various parts of the design plans (i.e.
plan, profile, cross-sections, structural details, etc.) shall vary
depending on the scale prescribed in the latest DGCS edition and/or
the designer's desired scale provided that each part shall be
presented clearly and readable when printed in A3 size paper.
 BASIC HIGHWAY DESIGN DATA

REQUIREMENTS FOR 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".
POOR COMBINATION OF SMALL RADII
 EXAMPLE OF POOR SITUATIONS
HORIZONTAL CURVE AT THE END OF A STEEP DOWNGRADE
EXAMPLE OF POOR SITUATIONS - POOR VERTICAL SAG
ABRUPT REVERSAL IN ALIGNMENT
Where does the road go?
HIDDEN-DIP
 CURVE IS JUST OVER THE CREST.
IT SHOULD START PRIOR TO THE CREST.
VEGETATION CAN SOMETIMES HIDE THE
ALIGNMENT
REFERENCES
 HIGHWAY DESIGN REFERENCES
1. Design Guidelines, Criteria & Standards, Volume 4
2. DPWH Standard Specifications for Highways Bridges and
Airports, 2013
3. AASHTO Policy on Geometric Design of Highways and
Streets, 2011
4. AASHTO Guide Design for Design of Pavement Structures,
1993
5. DPWH Highway Safety Design Standards, 2012
a) Part 1: Road Safety Design Manual
b) Part 2: Road Signs and Pavement Markings Manual
6. Highway Design-Related Issuances
END
Thank You!