INTRODUCTION TO HIGHWAY - Earliest authentic record of road was
ENGINEERING found from Assyrian Empire constructed
Highway Engineering
- It is a branch of Civil Engineering that
involves the planning, design,
construction, etc. to ensure safe and
effective transportation of people and
goods.
Pan-American Highway
- The longest “motorable road”/highway
in the world (47,958 km). Stretching
from Prudhoe Bay, Alaska to Ushuaia,
Argentina
- Interrupted by a 159 km break called
Darien Gap
Pan-Philippine Highway
- The longest highway in the PH (3,517
km) starting from Laoag City and ends at
Zamboanga City.
- Designated as AH 26 in the Asian
Highway Network
Asian Highway
- A regional transport cooperation
initiative aimed at enhancing the
efficiency and development of the road
infrastructure in Asia.
BRIEF HISTORY OF ROADS
Ancient Road
- Transportation by foot = Human
Pathways
- Invention of wheel in Mesopotamian
Civilization = Track Ways and harder
road surfaces
about 1900 BC.
Roman Road
- Romans discovered cement, therefore
expanded their road networks.
- Earliest large scale construction.
- Fundamentals of good road construction
were to provide: good drainage, good
material, and good workmanship.
- Agger was an embankment that gave
proper drainage base for roman roads.
French Road
- Jerome Tresaguet, Father of Modern
Road Building
- 18th Century
o Thomas Telford – improved
construction method by
Tresaguet. Smaller stones were
used to fill top voids, then
flattened.
British Road
- British Engineer, John Loudon
Macadam, introduced the first scientific
road construction method.
o Stone size is an important
element for Macadam recipe;
Massive foundations of rock
were unnecessary.
o “Macadamization”
- Intro of Tar as Binder (tarmac for Tar
Macadam)
- Oil-based asphalt on reinforced
concrete.
BRIEF HISTORY OF ROADS IN THE PHILIPPINES
1900
- Transportation depended on trails,
waterways, railroad, earth roads, and
partially graveled roads.
- American Gov’t initiated the
development of roadways in the PH,
introducing the Macadam road type.
- PH Government continued
rehabilitation and construction of roads
and bridges after World War II.
1960 – early 1980
- Automobile Age; Road construction
became a priority for the gov’t under the
Traffic Data and Design Speed
slogan “This nation is on Wheel”.
DPWH
- Executive Order No. 124, dated January
30, 1987, Department of Public Works
and Highways
- Main goal is to contribute to and
sustainable economic growth and
poverty reduction… through the
construction and maintenance of
transportation.
- In terms of road density:
Basic Design Considerations:
o NCR has 185.63 km of roads per
sq. km
o Central Visayas, second highest
road density of 16.62 km per sq.
km
o Cagayan Valley, lowest road
density, 6.40km per sq. km
o Overall, ph’s road density is
10.49 km per sq. km
NOTABLE HIGHWAYS AND BRIDGES IN THE PH
• Busiest Highway - EDSA with 16,000
vehicles per direction
• Widest Highway – Commonwealth
Avenue (N170) with 12.4km highway
located in QC, which spans 6 to 18 lanes
• Longest Expressway – Subic-Clark-
Tarlac Expressway (SCTEX) with
93.77km
• Oldest Bridge – Malagonlong Bridge
(Puente de Malagonlong) is a five span
445 ft long stone arch bridge
• Longest Bridge – San Juanico Bridge
part of the Pan-Ph Highway, stretches
from Samar to Leyte with 2.16km.
• First Steel Suspension Bridge in Asia –
Puente Colgante connecting Quiapo and
Ermita across the Pasig River
GEOMETRIC DESIGN OF ROAD LINKS
- Design Volume is the number of vehicles
estimated to pass it towards the end of
its life
- Design Traffic Data
o DHV (Design Hourly Volume)
o ADT (Average Daily Traffic)
o Peak Traffic Data
- Design Speed is the max. safe speed that
can be maintained over a specified
section of the highway.
1. Clear Zone
• Includes shoulders and bicycle
lanes.
2. Sight Distance
• Distance at which a driver of
vehicle can see an object of
specified height on the road
ahead
a. Stopping Sight Distance
b. Passing Sight Distance
c. Decision Sight Distance
d. Headlight Sight Distance
 • Criteria for Sight Distances
include: (1) Height of Object (2)
Vertical Control for Stopping (3)
Horizontal Control for Stopping
(4) Control for Passing
3. Horizontal Alignment
• Radius of Curve – curves should
be flat enough to provide
minimum passing sight distance
on undivided highways
• Length of Curve –
recommended length of tangent
bet. Reversed curves should be
50m, or should not be less than
30m
• Superelevation – vehicle is
forced outward by centrifugal
force, to counteract effects of
overturning/skid. Maximum
superelevation shall be 0.10 m
per meter width of roadway
• Widening – widen roadbed;
min. widening recommended on
curves are 0.6m
• Spiral Curve Transition –
clothoid curve has been used for
transition curve.
4. Vertical Alignment
• Gradient
• Vertical Curves
• Summit/Crest/Vertical Curves
• Sag Vertical Curves
5. Other Elements such as:
• Drainage
• Erosion Control and Landscape
Development
• Safety Rest Areas, Information
Centers and Scenic Overlooks
• Lighting
• Utilities
• Signing and Marking
• Noise Barriers
 Accept that their personal values and goals are
DESIGN DATA different from other participants
Planning Difficulties Provide knowledge and unbiased information
ROADWAYS: Avoid being partisan
Safe Community Involvement
Useful The public has the right to hear and be heard
Attractive PUBLIC HEARING:

Information forum
MAIN PROBLEMS OF HIGHWAY PLANNERS: What the government administration wants for
Financial the public, rather than, what the public wants
from the administration
Political
Involve the public from the start of planning to
Technical enable them to participate in discussions

Highway Programming
INPUTS:
Economic – questions of resources
Financial – who, how, where
Political and Administration – decision making
Highway Economy
World Bank insists that projects to which they
make grants or loans be justified
“A minimum of expenses if of course, highly
desirable; but the road which is truly cheapest is
not the one which has cost the least money, but
the one which makes the most profitable
returns in proportion to the amount expended
upon it.”

DIRECT EFFECTS OF HIGHWAY CONSTRUTION: - W. Gillespe, CE Professor at the Union

College
1. Quantifiable Market Value
2. Non-Quantifiable Non-Market Value
3. Quantifiable Non-Market Value
Road appropriations and expenditures of the
The Planner country depend on tax collections alone

Appointing coordinators or catalysts to Taxes must be prorated proportionally to

exchange information with those who are
affected and incorporate them in the planning
and decision making.
PLANNER’S ROLE:
Avoid myth of rationality
different provinces, municipalities and cities no
just in a specific place
But progress of the country would be very slow
Hence borrowing from foreign banks is the
ultimate solution to deliver impact on
infrastructure projects to boost the economy
and move forward quickly
Computation and Survey
Manual calculations were very time consuming
thus this were discarded
Engineering approach to highway and
transportation problems are done through
computer output from simple to complex
matters
Computers are less prone to computational
errors
Assuming that all computations made by the
computer system are absolutely correct is a
mistake
Deeper analysis and professional attention to
computer programs is the key to accurate
results that could be basis to good decisions
Remote Sensing
- Otherwise called Photogrammetry
- Science and art of obtaining
measurements by means of
photography
- It is based on aerial photographs for
engineers working data on:
o Locations
o Planning
o Geometric design
o Right of way
o Traffic studies
o Drainage
o Soil classifications and
identifications
o Earthwork measurements
o Material location
o Pavement condition survey
Photogrammetric mapping
- Vertical aerial photograph taken by a
camera pointed almost straight
downward
- Area to be covered is photographed in
parallel runs
- For stereoscopic uses, the following
must be considered:
o End lap must be greater than
one half the picture width
specified not less than 55% nor
more than 65% in order that
the center of one picture is
included in both adjacent
photograph
o Side lap should average at 25%
with less than 15. More than
35% is unacceptable
o For making map purposes, the
variable includes the focal
length of the aerial camera, the
desired combination of map
scale and contour interval, and
the ration of map scale to
photograph scale.
- Instruments used in converting data
from aerial photographs into maps are:
o Kelsh and Balplex stereoscopic
plotters
o Wild photograph
o Kern PG2
o Zeiss Stereoplanigraph
- Features that cannot be identified on
the photographs are located by ground
measurements.
- The photogrammetric technique with
digitizer produces digital terrain models
- The information is recalled and the
computer is programmed to develop
showing the following:
o Profiles
o Cross sections
o Cut and fill earthwork
quantities
 o The motorist view of the road area supplemented by
- With photographs and computer record available maps
data, a separate map could be plotted ▪ Determination control
easily like: of photography and
o Highways land use
o Drainage ▪ Location of feasible
o Housing rotes based on
o Land use and zoning photographs and maps
o Property assessment
o Reconnaissance survey of all
Orthophotographs
feasible routes
- An aerial photograph corrected for ▪ Stereoscopic
scale and tilt examination of large-
scale aerial
Colored photographs photographs of each
- Presents a more detailed and precise route
information on traffic and parking ▪ Determination of the
studies. detailed control of
- Gives clear information of the photography and land
geological conditions, land use, source use
of materials, surfaces and sub-surface ▪ Preparation of route
drainage maps by
photogrammetric
Location of the proposed highway methods
- To improve highways, tentative plan as ▪ Location and
to the control, and minimum design comparison of feasible
speed, roadway cross sections, and routes on photographs
maximum slope with following and maps
considerations ▪ Selection of best route
o Reliable cost estimate ▪
o Character and hourly o Preliminary survey of the best
distribution of traffic route
o Economic and community ▪ Preparation of large
benefit factor scale topographic maps
o Availability of funds using the route
- Location surveys in the rural areas photograph and
o Reconnaissance survey of the photogrammetric
entire area between the methods or preparation
terminal points of large scale
▪ Stereoscopic topographic maps by
examination of small ground survey guided
scaled aerial by best route location
photographs of the made on photographs
in the second stage
 ▪ Design of the
preliminary location
o Location survey, staking of the
right of way, the highway and
the structure for construction
Location of bridges
- Presentation of road plan
- When the location of the bridge
is approximately determined,
the following requirements
must be considered:
o Complete data and
report and special
survey of the site
o Prepare sketches and
full scale map and
profiles
o Survey report must
contain accurate data
of the waterway for all
behavior of water
o There must be a
complete report on the
foundation condition
and the stream
characteristics
o Complete data of the
adjacent structures
particularly the
waterway opening
o If possible, skewed
bridge should be
avoided
Highway plans and specifications
- Set of documents of
instructions and conditions
under which highways and
bridges are built
- Complete detailed scheme for
the road which are
incorporated in the geometric
designs are:
o Traffic
o Drainage
o Erosion control
o Roadside development
o Structure
o Soils
o Pavement
o The upper sheet is
allocated for the plan,
top view showing the
horizontal alignment,
right of way takings,
drainage arrangement
and other features
o The lower half is
allotted to the profile
where the original
elevation of the ground
surface is plotted. The
roadway centerline and
the vertical alignment
or grade line for the
road is indicated
o The vertical scale of the
profile is usually
exaggeratedly enlarged
from five to ten times
for precise detail
o The profile and other
details of the drainage,
channels or connecting
roads including ramps
are also presented
o The estimated
earthwork quantities
for every 50 meters
station or other
intervals are indicated
along the bottom of
each sheet along with
the estimated
overhead. This will
 serve the engineer and ▪ Standard
the contractor specifications
o The roadway cross ▪ Special
sections for every provisions
situation in the whole • General
project stretch is clause
indicated on another • Specifyi
sheet of the plan ng
o Another sheet of detail
drawings showing all
structures and roadway
appurtenances is
included
o The standard size of the
drawing sheet is 55 cm
x 90 cm
Designing the
- Partial list of subjects covered
by the standard drawing: Highway
o Pipe culverts
o Concrete box culverts • Driver’s expectations with the road
o Guard rail and parapet
o Curbs Terms and Definitions
o Gutters • Road – public thorough fare
o Curb structures • Highway – higher state of development of
o Sidewalks road
o Drainage inlet and • Expressway – a divided arterial highway and
outlet structures of provided with grade separation at major
numerous types intersections
o Manholes • Freeway – expressway with full control of
o Rip-rap and other access
devices used for bank • Control of Access – regulation of roads or
protection control over highways of the public
o Fences and right of way authority
o Other survey markers • Full Control of Access – entrances/exits are
- Specifications through toll gates
o Specifications writing is • Partial Control of Access – some
different and a delicate private/public roads may intersect with the
work requiring highway
knowledge of the law of • Through Street or Through Highway –
contracts as well as intersections with stoplights/signs which
highway practices and govern who gives way to whom
experiences. • Parkway – arterial highway for non-
o Highways commercial traffic
specifications:
• Arterial Street – most advantageous routes
for relatively long-distance travel
• Collector Street – form smaller mesh grid
patterns where passengers are picked up
from service streets.
• Local Road – primarily for access to
residence or business.
• AADT or ADT – Average Annual Daily Traffic;
refers to traffic volume/flow on a highway
measured at a partial station during a given
interval of time
Basic Consideration in Planning Arterial
Roadways
1. Selection of the routes
2. Studies of the traffic volume
3. Origin and destination
4. Accident experienced
5. Width should not be less than 15
meters
6. Must carry at least one lane of traffic in
each direction
7. Should be at least 1km in length
8. Should skirt neighborhood areas rather
than penetrate them
9. On grid design system streets, arterials
are spaced at about 600-900m apart
10. If accident hazard is not a factor, the
minimum volume for an arterial road is
300 vehicles per average hour during
the day and 450 vehicles hourly during
peak periods
*if the designed volume for arterial roads are
exceeded for two-way streets during peak
hours, the following solutions are
enforced:
1. Parking is prohibited on one or both
sides of the street
2. Parking is prohibited several meters
away of road intersections or
corners
3. Right turn is allowed on red signals
any time, with care
4. Left turns are eliminated on
congested intersections
5. The direction of traffic is reversed in
the center lane to provide more
lanes in the direction of heavier
traffic flow
Highway Capacity – defined as maximum
number of vehicles expected to pass
through a given point at a given time.
• Under ideal conditions, one freeway lane
can accommodate around 2000 passenger
cars per hour
• For two-lane roads, each direction can carry
up to 1000 passenger cars per hour
Design Speed
AASHTO defined design speed as “the speed
determined for design and correlation of
the physical feature of a highway that
influence vehicles’ operation.”
Also, the design speed is basically higher than
the anticipated average speed so AASHTO
recommended that “the design speed be
set to the greatest degree possible. To
satisfy the needs of nearly all drivers, both
today and throughout the road’s
anticipated life.”
MINIMUM
RECOMMENDED
DESIGN SPEED
Design Speed
Facility
URBAN RURAL
Km/hr Km/hr
Freeway 80-95 110-95 Rollin 4 6 6 75 7
preferre mountainou g 5 0 2 5
d s
Moun 3 4 4 60 6
Arterial 64-96 80-100 tainou 0 5 5 0
but 48 in s
built up 0 5 2 Ov
areas - 0- 5 er
Collector 48 See next Loca 5 2 0- 40
s table l 0 5 4 0
Roa 0 0
Local 32-38 See next
ds 0
Roads table
Level 4 4 6 75
AASHTO MINIMUM 5 5 0
Rollin 3 4 4 60
DESIGN SPEED(KM/HR)
g 0 5 5
FOR RURAL COLLECTORS Moun 3 3 3 45
AND LOCAL ROADS tainou 0 0 0
BASED ON CURRENT ADT s

Clas Terrai Average Daily

s n Traffic
0 4 7 20 O
- 0 5 00 ve
4 0- 0- - r
Coll 0 7 2 40 4
ecto 0 5 0 00 0
rs 0 0 0
0 0
Level 6 7 7 75 9
0 5 5 0
 Cross-Section of
Typical
Highway
The cross section of a typical highway has
certain variables to consider such as:
• Volume of traffic
• Speed of traffic
• Characteristics of the motor vehicles as well
as the motorists
Shoulders
- is the portion of the roadway
between the outer edge of the traffic
lane and the inside edge of the ditch,
gutter, curb or slope
- continuous narrow white line strip
at the edge of the roadway that
separates the shoulder, serves as
guide to drivers during bad weather
and poor visibility conditions.
Functions of shoulders:
a. To protect the main
structures of the highway
b. Accident car or troubled car
can be escaped from through
traffic lane, it serves to
prevent traffic accident and
traffic congestion
c. To contribute to traffic safety
and comfortableness due to
lateral clearances
d. Space is provided for
highway facility
e. Space is provided for
highway maintenance
operation or sometimes for
underground facilities

- Width of shoulder
o Extending from the edge
of the surfacing to the
point where shoulder
slope intersect the side
slope
o AASHTO
recommendation:
➢ Desirable
minimum is 10ft
(3.05m) in general
➢ Heavily and high
speed highway is
10ft to 12ft (3.05
– 3.66m)
Importance of shoulders: ➢ Mountainous area
a. Shoulder considerably is 6ft (1.83m)
reduces road accidents ➢ Low type highway
b. Road capacity is decreased is 4ft to 6ft (1.22
and accident opportunity – 1.83m)
increases if the shoulder is ➢ Urban collector is
too narrow or omitted in the 2.4m to 3.0m (no
design shoulder, instead
c. Shoulder should be parking lanes)
continuous along the full
length of the roadway. It
Ranges for Minimum Shoulder Width
adds structural strength to
the road pavement Rural Urban
Type of
d. Shoulder increases the US Metric US Metric
Roadw
horizontal sight distance on (fee (meter (fee (meter
ay
curves. t) s) t) s)
Freewa 4– 1.2– 4– 1.2–
y 12 3.6 12 3.6 - Types of Pavement Slope
Ramps 1– 0.3– 1– 0.3– a. Uniform Pavement Slope
b. Parabolic Pavement
(1–lane) 10 3.0 10 3.0
Slope
0.6– 0.6–
Arterial 2–8 2–8
2.4 2.4
Collect 0.6– 0.6–
2–8 2–8
or 2.4 2.4
0.6–
Local 2–8 – –
2.4
Source: A Policy on Geometric Design of
Highways and Streets, AASHTO
Crown – highest point of the
2.3.3 Cross Slope pavement

- Usually falls in both directions

from the centerline of the two
lane highway except where
super elevation of curves directs
all water towards the inside
- Steeper slope are strongly
recommended to flow rain water
away more rapidly reducing the
water thickness on the road
pavement
- Slope recommendations:
a. High type pavement: 1%
- 2% slope
b. Paved Shoulder: 3% - 6%
slope (4% most common)
c. Gravel Shoulder: 4% -
6% slope
2.3.4 Cut or Fill Slope
- earth fill of normal height is safe
on a slope of 1:2 ratios
(Horizontal : Vertical distance)
- slope through an ordinary
undisturbed earth fill - 1:1 slope
- slope through rock cuts – 1:2
slope
Advantages of flat side or back
slope (3:1)
1. Cars could be directed to
back into the road and will
come to stop or continue
down the slope with no risk of
over turning
2. Flat fill slopes are visible from
the vehicles at full extent
giving the roadway safer
appearance
3. Vehicles could positioned or
parked closer to the edge,
and on two lane roadway
facilities parking would be
farther from the opposing
traffic

Recommended Policy on Geometric

Design

d. Turf / Grass Surfaces:

7% slope
 1. 6:1 slope ratio on embankment
less than 1.20m high, and 4:1 on
higher fill
2. 2:1 slope to heights greater than
6.0m
3. Cut slope should not be steeper
than 2:1 ratio except on solid
rock or special soils
2.3.5 Number of Lanes
- Determined from the estimated
traffic volume for the design year
(AADT) and highway lane
capacity at expected level of
service
2.3.6 Median
- The section of a divided highway
that separates the lanes in
opposing direction
Function of median:
a) To separate opposing traffic
streams
b) To prevent U-turn and
enhance the safety to traffic
flow
c) Makes turning of vehicles
smooth and safe operation
d) To provide space to install
traffic signs or other traffic
managing facilities
e) To provide storage lane for
left turn vehicles at the
intersections
f) To provide a haven in case
of emergency
g) To minimize headlight glare
in night time
h) Reduces conflicts and
accidents between opposing
streams of traffic
Width of median
- Median should be as wide as
possible
- Median is curbed or depressed
from highway pavement
- AASHTO recommendation:
o Minimum width is from 4ft
(1.22m) to 60ft (13.3m)
o Rural section of freeway:
18.0 to 27.0m
o Suburban or
mountainous: 3.0 to 9.0m
o Rural and urban arterials:
>18.0m
o 6 to 18m allow drivers to
cross each roadway
separately
o 4.20 to 6.60m provides
protection for turning
vehicles
o 1.20 to 1.80m serves as
partition-separation of
opposite traffic control
devices
Four means of reducing cross
median accidents:
1. Provide deterring devices
- 2 sets of double strip
painted on the existing
pavement, raised
diagonal bars, low
curbing and shallow
ditches
2. Provide non-traversable
energy absorbing barriers
- Line chain link fence 1m
high supported by steel
post augmented by
cables at the bottom and
midpoint
- Metal guard rail
3. Provide non-traversable rigid
barriers
4. Provide GM barriers
- High non-mountain
sloped face concrete
barriers
- Cast or extruded in place
or precast in section and
set in position by crane
 The Grade Line
-determines whether the centerline of the
highway rises or falls

-a series of straight lines connected by parabolic

vertical curves

In laying the grade line, the designer must

consider the following:

• Where earthwork is minimal and

consistently meeting sight distances in
relation to grade line, economy is one
consideration
• In mountainous areas, the grade line must
be considered balanced excavation against
embankments to get the minimum overall Vertical Curve Over Crest
cost
• In flat areas, the grade line is set almost -All vertical curves should not be
parallel to the ground surface but shorter than the established minimum over
sufficiently above the ground for drainage crests. This is determined by the sight
purposes distance requirement.\
• Whether covering is needed for undesirable
- AASHTO suggests that the
soil
minimum curve length varies with the
• Grade lines passing over rivers/streams
design speed in meters equal to 8 times its
should be well over the height of expected
velocity in kph
level of flood water.
-Right of Way

-A right of way is a type of easement

granted or reserved over the land for
transportation purposes, this can be
for a highway. This is very costly so it
is good practice to buy a land wide
enough for the most possible expected
development.
 MINIMUM RIGHT OF WAY WIDTHS FOR RURAL AND URBAN
FREEWAYS AT GRADE IN METER

# Wi No Rest Nor Nor

of dth front ricte mal mal
La of age d no with no
ne Fro road( front front fro
s nta Rura age age nta
ge l) road road( ge
roa (rura urba roa
d l) n) d
(ur
ban
)
2 60 45 --- --- ---
4 68 53 41 --- --- -Road Alignment
6 75 60 51 89 53 -Road Alignment consistency is
8 83 68 59 96 60 important for a highway.
- an abrupt change from a flat to a
sharp curve and a long tangent that is
followed by a sharp curve invites accidents.
-Stopping Sight Distance/Passing
-Another bad practice is having a
Sight Distance
compound curve unless it has a suitable
-Stopping Sight Distance is the total transition
distance travelled between 3 intervals, the
-A flat long curve is acceptable at all
time he notices the situation, the reaction
times because it is pleasant to look at and a
time of the driver, and the time when the
small changes in direction
vehicle stops when the breaks are applied.
-Passing Sight Distance is the
-Circular Curves
distance where a moving vehicle can safely -When a vehicle is travelling a
overtake another moving vehicle in the same curved road the centrifugal force is normally
lane balance by the force from the side friction
and super elevation but neither can
overcome the maximum control and limit on
the sharpness of the road. The sharpness is
dependent on the radius of the curve. The
radius can be express using the degree of the
curve. Degree of curve can be defined using
30 m arc or a 50 m chord
- The maximum allowed super
elevation before was 0.12 but now is 0.10
expect in low volume gravel roads

SHARPEST PERMISSIBLE HORIZONTAL CURVES

FOR GIVEN DESIGN SPPED AND SUPER ELEVATION

Desig 3 5 65 8 9 1 1
n 5 0 0 7 1 2
speed( 3 7
KPH) -Super Elevation-Runoff
Side . . .15 .1 .1 .1 .1
frictio 1 1 4 3 2 1 -Length of roadway needed to
n 7 6 accomplish a change in outside lane cross
0.04( 4 1 10 6
3. -- -- slope from zero to full. AASHTO
recommended the runoff length to vary both
D) 5 9 7 - -
with the super elevation rate and design
5 speed.
0.04(R 3 9 17 2 4 -- --
) 9 2 5 9 6 - -
1 6
0.10( 5 2 13. 8. 5. 3. 2.
D) 8 5 25 2 2 5 2
5 5 5
0.10(R 3 7 13 1 3 1 7
) 0 0 2 9 3 9 7
8 3 8 6

SUGGESTED MINIMUM LENGTH OF SUPER

ELEVATION RUNOFF FOR 2-LANE A 3.60 METER
LANE
 Desig 3 5 6 8 9 1 1 easement curve is considered which
n 5 0 5 0 5 1 3 introduces the change in radius gradually.
speed( 5 0
KPH)
.02(se 9. 1 1 1 1 1 1
) 0 0. 2. 5. 6. 8. 9.
5 0 0 5 0 5
.04(se 1 2 2 2 3 3 3
) 8. 1. 5. 8. 3. 6. 9.
0 0 5 5 0 0
.06(se 2 3 3 4 4 5 6
) 8. 3. 7. 3. 8. 4. 0.
5 0 5 5 0 0 0
.08(se 3 4 5 5 6 7 7
) 7. 3. 1. 7. 4. 2. 9.
5 5 0 0 5 0 5
.10(se 4 5 6 7 8 9 9
) 8. 4. 3. 2. 1. 0. 9.
0 0 0 0 0 0 0

-Widening of Curves
-The provision of wider roadway is
needed on sharp curves with 2 lanes
pavements because of these reasons:
-To force the drivers to move away
from the pavement edge
- To give additional width because of
the slanted potion front whel to the center
line of the road
-for a 7.20 meter wide roadway an
additional 30 cm is needed on an open curve
highway
-AASHTO recommends that the
radius of the flatter curve in rural highways
should never be 50% more than the sharper
one. And in for urban intersections the