HIGHWAY

DEVELOPMENT
AND PLANNING
ENGR. HAZEL LOUISE D.
SALAZAR
 TABLE OF CONTENTS
I. BRIEF HISTORY OF ROADS
Insert or Drag & Drop Photo
II. HIGHWAY IN THE PHILIPPINES
III. HIGHWAY ENGINEERING
IV. CLASSIFICATION OF ROAD
V. ROAD PATTERNS
VI. PLANNING SURVEY
VII. HIGHWAY SURVEY AND LOCATION
BRIEF
HISTORY OF
ROADS

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BRIEF HISTORY OF ROADS
Early roads with hard surfaces were found in the land of Mesopotamia. These
roads were constructed as early as 3,500 B.C. Another stone surface roads
were also found in the Mediterranean island of Crete, similarly constructed as
those in the Western Hemisphere by the Mayans, Aztecs and the Incas of
Central South America.
The early road systems were constructed primarily for the following purposes:
1. For the movement of armies in their conquest and for defense against
invasion.
2. For transport of food and trade of goods between neighboring towns and
cities.
The Romans, who discovered cement, expanded their vast empire through
extensive road networks radiating in many directions from the capital city of
Rome. Many of the roads built by the Romans still exist even after 2,000 years.
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BRIEF HISTORY OF ROADS
Characteristically, Roman Roads were laid on three courses:
1. A layer of small broken stones.
2. Followed by layer of small stones mixed with mortar and then
compacted firmly.
3. Wearing course of massive stone blocks properly set and
bedded with cement mortar.

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BRIEF HISTORY OF ROADS
Elements of Roads and Highways
During the 17th century, under the reign of Napoleon the
Great, France made a great stride on road buildings. Jerome
Tresaguet (1716-1796) the famous French Engineer
introduced new methods of construction and maintenance of
stone roads. He improved the crown, the drainage, and the
grade of the road, including the stone foundation by reducing
the depth of broken stones to 25 centimeters. Tresaguet made
it possible for Napoleon to build the massive highways of
France. He was accredited the title 'Father of modern road
building.'
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BRIEF HISTORY OF ROADS
Thirty years later, a Scottish Engineer born in Westminster
Abbey, Thomas Telford (1757-1834), president and founder of
the Institute of Civil Engineer, introduced some improvements
in the construction methods of Jerome Tresaguet. The road
foundation course of Telford was made of stones having 3
inches minimum thickness, 5 inches breadth and 7 inches
height. Smaller stones were driven by mauls on top voids and
trued the surfaces by breaking the projecting points. Telford
employed a flat sub-grade, providing slight crown using stones
of varying sizes.

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BRIEF HISTORY OF ROADS
England followed the ongoing highway development started by
France. The Macadam road concept named after John Louden
Mac Adam (1755-1836), another famous Scottish Engineer
road builder and contemporary of Telford, was developed and
widely accepted. The invention of road building equipment
enhances the development of roads in Europe. In 1858, Eli
Blake invented the first stone crusher and at the same period,
a steam road roller weighing 30 tons was introduced in France
by its inventor, Aveling and Porter.

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HIGHWAY
IN THE
PHILIPPINES

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HIGHWAY IN THE PHILIPPINES
In the early part of 1900, transportation in this country
depended largely on trails, waterways, railroad, earth roads
and partially graveled roads. The American government
initiated the development of roadways in the Philippines,
connecting towns, cities and provinces. The popular Macadam
road type (pavement made by compacting layers of crushed
stone) was introduced. It gained wide acceptance because of
the abundant supply of stones and gravel.

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HIGHWAY IN THE PHILIPPINES
After the Second World War, a new independent Philippine
government continued the rehabilitation and construction of
road and bridges, through the reparations and war damages
paid by the Japanese government. Other financial grants and
aids received from the U.S. government were used in the
construction and rehabilitation of roads and bridges.
Fifty years later, major highways and expressways were
constructed through the financial assistance and loans from
the foreign banks. Alongside with the industrialization program
of the government, vehicles of various types and sizes started
flooding the roadways.
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HIGHWAY IN THE PHILIPPINES
In the year 1960 to early part of 1980 was considered an
automobile age. Cars were no longer regarded as luxury item
but a necessity in transporting people and goods, a necessity
for survival. It was during this decade that road construction
becomes a matter of priority of the government under the
slogan: “This nation is on Wheels”.

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HIGHWAY
ENGINEERIN
G

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HIGHWAY ENGINEERING
Highway engineering is a branch of civil engineering that
involves the planning, design, construction, and maintenance
of highways. It also includes regulating and controlling highway
traffic.
Standards of highway engineering are continuously being
improved. Highway engineers must take into account future
traffic flows, design of highway intersections/interchanges,
geometric alignment and design, highway pavement materials
and design, structural design of pavement thickness, and
pavement maintenance.

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PLANNING AND DEVELOPMENT OF
HIGHWAY ENGINEERING
Planning and development in highway engineering focus on
designing road networks that meet safety, efficiency, and
environmental standards.

By mastering the principles of highway engineering, engineers

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PLANNING AND DEVELOPMENT OF
HIGHWAY ENGINEERING
Highway planning involves predicting existing and potential
traffic volumes on a road network. This prediction is crucial for
the success of highway engineering. It also forms a
fundamental basis for highway construction. Highway
engineers work diligently to anticipate and assess all potential
civil consequences of highway systems.
Environmental impacts are key considerations in road and
highway engineering. Factors such as noise pollution, air
pollution, and water pollution must be addressed, along with
other ecological impacts.
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IMPORTANCE OF HIGHWAY ENGINEERING
Highway engineering is crucial for developing efficient
transportation networks, enabling safe and rapid movement of
people and goods. It enhances connectivity, reduces travel
time, and supports economic growth. Understanding highway
engineering is essential in designing roads that meet modern
infrastructure needs. Road and highway engineering are vital
for progress.

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IMPORTANCE OF HIGHWAY ENGINEERING
IN MODERN INFRASTRUCTURE
Highway engineering is vital to the development and
maintenance of modern infrastructure. It facilitates the safe
and efficient movement of people and goods, supporting
economic activities and social development.
Engineers apply advanced techniques in road and highway
engineering. They ensure that transportation networks are
reliable. They also ensure that they are sustainable and
capable of meeting future demands. The strategic design and
construction of highways are crucial for reducing congestion,
improving safety, and promoting environmental sustainability.
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CLASSIFICATI
ON OF ROAD

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PHILIPPINE NATIONAL ROAD NETWORK
The Department of Public Works and Highways (DPWH)
classifies roads in the Philippines by their function or purpose.
This classification system helps the DPWH plan, design, build,
and maintain the country's roads.

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PHILIPPINE NATIONAL ROAD NETWORK

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PHILIPPINE NATIONAL ROAD NETWORK

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ROUTE NUMBERING SYSTEM
Along with a new Functional Classification, a RNS was established
in line with the Department's (DPWH) efforts to improve planning
and management of the National Road Network. The RNS is
introduced to simplify and rationalize navigation along those
National Roads classified as Primary or Secondary. Road users
will also expect that all roads of a certain classification and of a
certain numbering scheme will have similar performance
standards. A well-numbered, well-signed, and well-publicized route
system is also useful for road agencies and other government
bodies to channel traffic onto preferred routes or corridors.

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ROUTE NUMBERING SYSTEM

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ROAD
PATTERNS

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ROAD PATTERNS
The road pattern in highway development and planning is a
crucial aspect of transportation infrastructure design. It
involves the layout and arrangement of roads to facilitate
efficient traffic flow, safety, and accessibility. Different road
patterns serve various functions, and the choice of pattern
often depends on factors such as geography, traffic volume,
and land use.

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ROAD PATTERNS
1. Radial (Spider Web) Pattern
Roads radiate outward from a central point, often used in cities
with a prominent central hub divided into three categories:
a) Radial or Star and Block Pattern
Features radial streets extending from a central point, such
as a city center or landmark, combined with a grid-like block
pattern within the radial zones. This design enhances connectivity
by providing efficient access from the central area to different
parts of the city, while the block pattern within those areas
improves local navigation and land use efficiency.

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ROAD PATTERNS
b) Radial or Star and Circular Pattern
This road pattern features radial streets that extend outward
from a central point (often a major landmark or city center)
and are complemented by circular or ring roads that encircle
the central area. The radial streets connect with these
concentric circles to form a comprehensive network.

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ROAD PATTERNS
c) Radial or Star and Grid Pattern
This design uses grid streets to access blocks and radial
roads as arterial roads. The radial-grid pattern effectively
combines the strengths of radial connectivity with the organized
structure of grid layouts, creating a balanced and functional
road network

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ROAD PATTERNS
2. Grid Pattern
One of the most common road patterns, the grid layout features
streets that intersect at right angles, forming a series of squares or
rectangles.
3. Linear Pattern
Roads are arranged in a straight line or linear form, often found in
areas with geographical constraints like mountains or rivers.
4. Ring (Beltway) Pattern
Circular or semi-circular roads encircling a city or a major area,
often connected by radial roads.
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ROAD PATTERNS
5. Hexagonal Road Pattern
It is a network of roadways that form a hexagonal shape, similar to
a circular road pattern. Three roads intersect with the constructed
region at each corner of the hexagon
6. Rectangular or Block Pattern
In this pattern, the whole area is divided into rectangular blocks of
plots, with streets intersecting at right angles. The main road which
passes through the center of the area should be sufficiently wide
and other branch roads may be comparatively narrow.

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PLANNING
SURVEY

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PLANNING SURVEY
Highway planning phase includes:
1. Assessment of road length requirement for an area
2. Preparation of master plan showing the phasing of plan in annual or
five year
Thus for assessing the road length requirement, field surveys are to be
carried out to collect the data required for determining the length of the
road system. The planning surveys consist of the following studies;
a. Economic studies
b. Financial studies
c. Traffic or road use studies
d. Engineering studies
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 ECONOMIC STUDIES
The various details to be collected are useful in estimating the economics involved
in the highway development program. Hence it is desirable to find the service
given by each road system to the population and products of the area. All details
of the existing facilities should be available before estimating the requirement such
that economic justification can be made for each plan. The details to be collected
include the following:
1. Population and its distribution in each village, town or other locality with the
area classified in groups.
2. Trend of population growth
3. Agricultural and industrial products
4. Industrial and agricultural development and future trends
5. Existing facilities with regards to communication, recreation and education etc.
6. Per capita income
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FINANCIAL STUDIES
The financial studies are essential to study the various financial
aspects like sources of income and manner in which funds for the
project may be mobilized. The details to be collected include:
1. Sources of income and estimated revenue from taxation on
road transport
2. Living standards
3. Resources at local level, toll taxes, vehicle registration and
fines.
4. Future trends in financial aspects.

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TRAFFIC OR ROAD USE STUDIES
All details of the existing traffic, their volume and pattern of flow should be
known before any improvement could be planned. Traffic surveys should be
carried out in the whole area and on selected routes and locations in order to
collect the following particulars:
1. Traffic volume in vehicles per day, annual average daily traffic, peak and
design hourly traffic volume
2. Origin and destination studies
3. Traffic flow patterns
4. Mass transportation facilities
5. Accidents, their cost analysis and causes
6. Future trend and growth in traffic volume and goods traffic; trend in traffic
pattern
7. Growth of passenger trips and the trend in the choice of modes.
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ENGINEERING STUDIES
All details of the topography, soil and other problems such as drainage,
construction and maintenance problems should be investigated before a
scientific plan or program is suggested. The studies include:
1. Topographic Surveys
2. Soil Surveys
3. Location and classification of existing roads
4. Estimation of possible developments in all aspects due to the proposed
highway development
5. Road Life studies
6. Traffic-studies-Origin and Destination Studies
7. Special problems in drainage, construction and maintenance of roads.

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HIGHWAY
SURVEY AND
LOCATION

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PRINCIPLES OF HIGHWAY LOCATION
The basic principle for locating highways is that roadway
elements such as curvature and grade must blend with each
other to produce a system that provides for the easy flow of
traffic at the design capacity, while meeting design criteria and
safety standards. The highway should also cause a minimal
disruption to historic and archeological sites and to other land-
use activities. Environmental impact studies are therefore
required in most cases before a highway location is finally
agreed upon.

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PRINCIPLES OF HIGHWAY LOCATION
The highway location process involves four phases:
• Office study of existing information
• Reconnaissance survey
• Preliminary location survey
• Final location survey

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OFFICE STUDY OF EXISTING INFORMATION
The first phase in any highway location study is the
examination of all available data of the area in which the road
is to be constructed. This phase is usually carried out in the
office prior to any field or photogrammetric investigation.
These data can be obtained from existing engineering reports,
maps, aerial photographs, and charts, which are usually
available at one or more of the state’s departments of
transportation, agriculture, geology, hydrology, and mining.

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OFFICE STUDY OF EXISTING INFORMATION
The type and amount of data collected and examined depend on
the type of highway being considered, but in general, data should
be obtained on the following characteristics of the area:
• Engineering, including topography, geology, climate, and traffic
volumes
• Social and demographic, including land use and zoning patterns
• Environmental, including types of wildlife; location of
recreational, historic, and archeological sites; and the possible
effects of air, noise, and water pollution
• Economic, including unit costs for construction and the trend of
agricultural, commercial, and industrial activities
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RECONNAISSANCE SURVEY
The object of this phase of the study is to identify several feasible
routes, each within a band of a limited width of a few hundred feet.
When rural roads are being considered, there is often little
information available on maps or photographs, and therefore aerial
photography is widely used to obtain the required information.
Feasible routes are identified by a stereoscopic examination of the
aerial photographs, taking into consideration factors such as:
• Terrain and soil conditions
• Serviceability of route to industrial and population areas
• Crossing of other transportation facilities, such as rivers,
railroads, and highways
• Directness of route 45
PRELIMINARY LOCATION SURVEY
During this phase of the study, the positions of the feasible
routes are set as closely as possible by establishing all the
control points and determining preliminary vertical and
horizontal alignments for each. Preliminary alignments are
used to evaluate the economic and environmental feasibility of
the alternative routes.

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PRELIMINARY LOCATION SURVEY
Economic Evaluation
Economic evaluation of each alternative route is carried out to
determine the future effect of investing the resources
necessary to construct the highway.

Environmental Evaluation
Construction of a highway at any location will have a
significant impact on its surroundings. A highway is therefore
an integral part of the local environment and must be
considered as such. This environment includes plant, animal,
and human communities and encompasses social, physical,
natural, and man-made variables. 47
PRELIMINARY LOCATION SURVEY
In general, the requirements call for the submission of
environmental impact statements for many projects. These
statements should include:
• A detailed description of alternatives
• The probable environmental impact, including the
assessment of positive and negative effects
• An analysis of short-term impact as differentiated from long-
term impact
• Any secondary effects, which may be in the form of changes
in the patterns of social and economic activities
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PRELIMINARY LOCATION SURVEY
• Probable adverse environmental effects that cannot be
avoided if the project is constructed
• Any irreversible and irretrievable resources that have been
committed

Such a study will determine the negative and/or positive

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FINAL LOCATION SURVEY
The final location survey is a detailed layout of the selected
route. The horizontal and vertical alignments are determined,
and the positions of structures and drainage channels are
located. The method used is to set out the points of
intersections (PI) of the straight portions of the highway and fit
a suitable horizontal curve between these. This is usually a
trial-and-error process until, in the designer’s opinion, the best
alignment is obtained, taking both engineering and aesthetic
factors into consideration.

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THE END.