HIGHWAY

DEPARTMENT
OF DESIGN
PUBLIC WORKS AND HIGHWAYS
Engr. Mustapha P. Ramos
REGION XII
August 9, 2016
HIGHWAY DESIGN
Composition:
 Geometric
 Pavement
 Drainage
 Slope Stability
 HIGHWAY DESIGN
Geometric
Embraces the grade line,
alignment and the width of the
several component parts including
intersections and roadside
facilities.
 GEOMETRIC DESIGN
Basic Data Required:
1. Traffic Density – pertains to the volume
of traffic.
2. Character of Traffic – involves vehicle’s
weight, dimension and mobility.
3. Design Speed – selected speed used to
determine the minimum values for
superelevation, lane width and sight distances.
 GEOMETRIC DESIGN
Basic Considerations in the Design of a New
Highway or Redesign of an Old Highway

 Suitable for traffic volume

 Consistent and must avoid surprise
changes in alignment
 Pleasing to the user and to those who
live along it
 GEOMETRIC DESIGN
Basic Considerations in the Design of a New
Highway or Redesign of an Old Highway

 Simple as possible from the standpoint of

the builder
 Can be maintained at the least cost
 And safe for driving and ensure confidence
for the motorists.
 GEOMETRIC DESIGN

Design Considerations:

 Sight Distance
 Horizontal Alignment
 Vertical Alignment
GEOMETRIC DESIGN

Sight Distance – is the distance at

which a driver of a vehicle can see
an object ahead of time.
 GEOMETRIC DESIGN
Criteria for Measuring Sight Distance:
Height of Driver’s Eye
= 1.080 (for passenger cars)
= 2.330 (for large trucks)
Height of Object
= 600 mm (for stopping)
= 1080 mm (for passing)
 GEOMETRIC DESIGN
Types of Sight Distance:
1. Stopping (Non-Passing) Sight Distance
2. Passing Sight Distance
3. Decision Sight Distance
 GEOMETRIC DESIGN
Stopping (Non-Passing) Sight Distance
- Available distance on a roadway to
enable a vehicle traveling at the design
speed to stop before reaching a stationary
object.
- It is the sum of the break reaction and
braking distances.
 GEOMETRIC DESIGN

Stopping (Non-Passing) Sight Distance

D = 0.278tv + v2/254f (on-level )
D = 0.278tv + v2/254(f+G)(on-grade)
 GEOMETRIC DESIGN

Passing Sight Distance

- Distance required for a driver to
see a sufficient object to complete the
passing maneuver without cutting off the
passed vehicle in advance of meeting an
opposing vehicle appearing during
maneuver.
 GEOMETRIC DESIGN
Passing Sight Distance
- it is the sum of distance of initial maneuver (D1)
occupation of left lane (D2) clearance length
(D3) and opposing vehicle (D4)
D = D1 + D2 + D3 +D4
D1 = 0.278t1 [V-m + a(t1)/2]
D2 = 0.278Vt2
D3 = variance between 30 and 75 m
D4 = 2/3 of D2
 GEOMETRIC DESIGN

Decision Sight Distance

- Distance required for a driver to
nitiate and complete safely and
efficiently the maneuver of an unexpected
or otherwise difficult-to- perceive
nformation source or hazard. The dsd is
substantially greater than the stopping
sight distance.
 Crash Violence
Car 1200 kg 64 km/h Car 900 kg 64 km/h

8 km/h 9 km/h

56 km/h 73 km/h
 GEOMETRIC DESIGN
Horizontal Alignment:
Major Design Considerations:
 safety
 grade profile
 type of facility
 design speed
 topography
 and construction cost
 GEOMETRIC DESIGN

Horizontal Alignment:
Design Elements
 Radius of Curve
 Length of Curve
 Super-elevation
 Widening
 General Controls
 GEOMETRIC DESIGN

Horizontal Alignment:
Radius of Curve
 The combination of design speed and
maximum super-elevation controls the
maximum degree of curvature.
 Minimum radius is 30m for a design
speed of 30kph and e = 6- 8%
 GEOMETRIC DESIGN

Horizontal Alignment:
Radius of Curve
 Minimum radius can be calculated
directly from
R = V2/127 [emax/100 + fmax]
 GEOMETRIC DESIGN
Horizontal Alignment:
Length of Curve
 Elements of circular curve can be calculated
by the following formulas:

LC = 20 I/D Desirably, the

D = 1145.916/R minimum length of
T = R tan I/2 horizontal curve on
E = T tan I/4 main highways should
M = R (1-Co√ I/2) be about 3x the
design speed.
 GEOMETRIC DESIGN

Horizontal Alignment:
Superelevation
 Basic mass (curve) formula for vehicle
operation on a curve is as follows:
[e/100 + f /1 – e/100(f)] = v2/127R
 GEOMETRIC DESIGN

Horizontal Alignment:
Widening
 The objective of widening along horizontal
curve is to make operating conditions on
curves comparable to those on tangents.
 GEOMETRIC DESIGN
Horizontal Alignment:
Widening
 Principal points of concern in design:
1. On simple curves, widening should be
applied on the inside edge only.
2. On curve design with spiral, widening
may be placed on the inside or divided
equally between the inside and outside
curve.
 GEOMETRIC DESIGN
Horizontal Alignment:
Widening
 Principal points of concern in design:
3.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:
General Controls:
 Alignment should be as directional as possible but
should be 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
 GEOMETRIC DESIGN

Horizontal Alignment:
General Controls:
 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.
 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.
 GEOMETRIC DESIGN

Horizontal Alignment:
General Controls:
 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.
 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.
 GEOMETRIC DESIGN
Horizontal Alignment:
General Controls:
 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.
 GEOMETRIC DESIGN

Vertical Alignment:
Three (3) Terrain Classifications:
 Level Terrain
 Rolling Terrain
 Mountainous Terrain
 GEOMETRIC DESIGN

Level Terrain – is that

condition of the highway sight
distances on generally long or
could be made to be so without
major expense.
 GEOMETRIC DESIGN

Rolling Terrain – is that

condition when the natural slope
consistently rise above or fall
below the road grade.
 GEOMETRIC DESIGN

Mountainous Terrain – is
that condition when longitudinal
and transverse changes in the
elevation of the ground with
respect to the road.
 GEOMETRIC DESIGN

Vertical Alignment:
Design Considerations:
 Gradient
 Critical Length of Upgrades
 Vertical Curves
 GEOMETRIC DESIGN
Vertical Alignment:
Gradient
 For economy of vehicle operation, grades
should be as flat as possible
 For Philippine national roads, the maximum
grade is reduced or compensated on sharp
curves according to the following rule:
“For every degree of curvature over six (6)
degrees, the ruling grade shall be reduced
by 0.10 percent”.
 II. Highway Design
Vertical Alignment:
Gradient
 For economy of vehicle operation, grades
should be as flat as possible
 For Philippine national roads, the maximum
grade is reduced or compensated on sharp
curves according to the following rule:
“For every degree of curvature over six (6)
degrees, the ruling grade shall be reduced
by 0.10 percent”.
 GEOMETRIC DESIGN

Vertical Alignment:
Gradient
 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.
 GEOMETRIC DESIGN
Vertical
Alignment:
Critical Length of Upgrades Critical Upgrade
The following critical Length (m) (%)
length of upgrades 500 3
when approached by 340 4
a level section
240 5
should not be used
as a control but 200 6
should be referred to 170 7
as a guide: 150 8
 GEOMETRIC DESIGN
Vertical Alignment:
Vertical Curves
 All intersections of grade tangents
shall be converted by parabolic vertical
curve either symmetrical or
unsymmetrical, where the latter
should be avoided whenever possible.
 Crest vertical curves should be long
enough to permit sight distance.
 GEOMETRIC DESIGN

Vertical Alignment:
Vertical Curves
 Headlight sight distance controls the
length of sag vertical curve.
 II. Highway Design

Vertical Alignment:
Vertical Curves

Terrain Flat Rolling Mountainous

Design
70 60 40
Speed
Desirable Absolute Desirable Absolute Desirable Absolute
K - Value
30 15 25 12 30 10

The minimum requirement of vertical curve

length without considering K-Value is 60.0m.
 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.
 GEOMETRIC DESIGN
Vertical Alignment:
General Controls:
 Undulating grade line involving substantial
length of momentum grades should be
evaluated for their effect on traffic
operation.
 A “broke-back” grade line should be
avoided.
 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.
 GEOMETRIC DESIGN
Vertical Alignment:
General Controls:
 Sag vertical curves should be avoided
in cuts unless adequate drainage can
be provided.
Different Types of Road and Bridge
Different Types of Road and Bridge
 Horizontal Alignment
Example of poor situations
Horizontal curve at the end of a steep downgrade
 Horizontal Alignment
Poor Combination of Small Radii
 Vertical Alignment
Example of poor situations - Poor Vertical Sag
Combination of Horizontal &
Vertical Alignment

Where does the road go?

Combination of Horizontal &
Vertical Alignment

Curve is just over the crest.

It should start prior to the crest.
Horizontal Alignment
Reverse Curves
 Intersections
Example of Lack of Channelization
 Intersections
Example of poor intersection layout
 GEOMETRIC DESIGN

Cross Section Elements

Pavement
Surface Type
Cross Slope
Lane Width
Shoulders
 GEOMETRIC DESIGN
Pavement:
Surface Type, selection is based on:
• Traffic Volume and Composition
• Soil Characteristics
• Weather
• Performance of Existing Pavements
• Availability of Materials
 GEOMETRIC DESIGN
Pavement:
Surface Type, selection is based on:
• Energy Conservation
• Initial Cost, and
• Overall Annual Maintenance Cost
 Pavement:
Cross Slope
Surface Type Cross Slope Rating
High 1.50 – 2.0%
Intermediate 2.0 – 3.0%
Low 3.0 – 4.0%

For multilane highway, the two lanes adjacent

to the crown line should be pitched at the
normal minimum slope, and on each successive
pair of lanes or portion thereof outward, the
rate may be increased by about 0.50 to 1%.
 GEOMETRIC DESIGN
Pavement:
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.
 GEOMETRIC DESIGN
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
 GEOMETRIC DESIGN

Pavement:
Shoulders
 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.
 GEOMETRIC DESIGN
Pavement:
Shoulders
 Although, it is desirable that shoulder be wide
enough for a vehicle to be driven completely
of 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.
 GEOMETRIC DESIGN

Pavement:
Shoulders
 If the shoulder are to be used by animal-
drawn vehicles, pack animals or pedestrians,
even greater width should be considered.
 Preferably, shoulder width of 2.5m is
recommended for high speed/traffic volume.
 AASHTO 1993

Types of Pavement
Rigid
Flexible
 AASHTO 1993
Classification of
Rigid Pavement:
 Jointed Plain Concrete Pavement (JPCP)
 Jointed Reinforced Concrete Pavement (JRCP)
 Continuous Reinforced Concrete Pavement (CRCP)
 Prestressed Concrete Pavement (PCP)
- Except for PCP with lateral prestressing, a longitudinal joint
should be installed between two traffic lanes to prevent
longitudinal cracking
 AASHTO 1993
Structure of a
Rigid Pavement:
Pavement Slab
Sub-base Course
Subgrade
 AASHTO 1993

Pavement Slab

Sub-base Course

Subgrade
 AASHTO 1993
Basic Equation:

Where:
W18 = predicted number of 18-Kip equivalent single axle
load applications.
ZR = standard normal deviate
So = combined std. error of the traffic and performance prediction
D = thickness (inches) of pavement slab
ΔPSI = difference between the initial design serviceability, P o,
and the design terminal serviceability, P t
S’c = modulus of rupture (psi)
J = load transfer coefficient
Cd = drainage coefficient
Ec = modulus of elasticity (psi)
k = modulus of subgrade reaction (pci)
 AASHTO 1993
Classification of
Flexible Pavement:
Asphalt Concrete Pavement (ACP)
Surface Treatment Pavement (STP)
Dense-graded Base Macadam
 AASHTO 1993
Structure of a
Flexible Pavement:
SurfaceCourse
Base Course
Sub-base Course
Subgrade
 AASHTO 1993

Surface Course
Base Course

Sub-base Course

Subgrade
 AASHTO 1993
Basic Equation:

[ ]
∆ 𝑃𝑆𝐼
( 4.2−1.5 )
18 =𝑍 𝑅 × 𝑆𝑂 + 9.36 × log 10 ( 𝑆𝑁 −1 ) −0.20+ log 10 +2.32 × log 10 𝑀 𝑅 −8.07
1094
0.4 +
( 𝑆𝑁 −1 )5.19

𝑆𝑁=𝑎1 𝐷1 +𝑎2 𝐷2 𝑚2 +𝑎3 𝐷 3 𝑚3 +…+𝑎𝑛 𝐷 𝑛 𝑚𝑛

Where:
W18 = predicted number of 18-Kip equivalent single axle
load applications.
ZR = standard normal deviate
So = combined std. error of the traffic and performance prediction
Sn = structural number
ΔPSI = difference between the initial design serviceability, P o,
and the design terminal serviceability, Pt
MR = resilient modulus
Thank you
&
God bless!!