15 152 Highway Types | Classification Funetional classification groups highways by the character of service they provide, and is primarily based on motor vehicle travel characteristics and the degree of access to adjacent properties. ‘The six recognizable stages in motor vehicle travel include main movement, transition distribution, collection, access and termination. Each of these stages fa handled by a separate facility designed specifically for its function. A prominent cause of highway obsolescence is the failure of design to recognize and accommodate each of the different trip levels ofthe movement hierarchy. Functional classification serves as a basis for organizing geometric design criteria, with the classification of a highway or street establishing the basic design type to be used for the facility. The first step in the design process is to define the function that the facility is to serve, The level of service needed to fulfil this anction for the anticipated volume and composition of traffic provides a rational and cost-effective basis for the selection of design speed and geametric criteria, The use of functional classification as a design type should approariately integrate the highway planning and design process. Highwoy Tyree ‘The traffic characteristic which has the greatest effect on highway design is the volume of:raffc. The design element which is the most affected by the volume of tafficis the number of traffic lanes. Im modem practice, single-lane and 3-lane highways are considered inappropriate as parts of an improved highway system. From the standpoint of ‘engineering design and construction at least 2-raflic lanes should be considered in any proposed highwvay no matter how low the traffic volume may be. Fighway types are therefore considered to be 2-lane, mult-lane (four or more lanes), undividedand multilane divided highways. 2Lane Higheays 2-lane highways constitute the majority of the total length of highways, varying from gravel or other loose surface roads to high type pavement. Lane widths of 2-Iane highways vary from 3.00 m to 3.65 m depending upon the traffic volume, design speed, character of terrain and economic considerations. From the standpoint of the driver's convenience, ease of operation, and safety, it is desirable to construct all 2-lane highways with 3.35 m lanes and with usable shoulders 3.0 m wide. However, narrow shoulder widths may be used in rugged terrain whore traffic volume is lowor When economic considerations govern. ‘Where thecritical length of grade is exceeded and the design capacity is veduced because of climbing trucks, the provision of a climbing lane Is desirable where Design Hoarly Volume (DIV) exceeds the reduced capacity by 20% or more. ‘The climbing lane should not be less than 3.00 m and preferably 3.35 mwide. A shoulder 1.20 m wide is considered adequate. It should be signed and marked,‘The climbing lane should begin near the foot of the grade at a point determined by the speed of the trucks at che approach to the grade. Where practicable, the climbing lane should end ata point beyond the crest where the truck can attain speed of 50 kph. Whore itis anticipated that the Design Hourly Volume (DHV) within a period of about 10 to 20 years will exceed the design capacity of a 2-lane highway, the Initial improvement should be patterned for ultimate development of a 4--ane divided highway. The initial 2-lane width should form one of the ultimate one- way traffic lanes. ‘Lane Undivided Highways A 4-lane undivided highway is the narrowest highway on which each traffic ane {is tacended to be used by traffic In one direction and passing is accomplished on lanes not subject to use by opposing traffic. The ably to pass without travelling in che lane of opposing traffic, results in a smoother operation and 2 large Increase in highway eapscity over that of 2-lane highways. Speed limit should be limited to 60 kph or Jess, and they should feature prominent road marking to separate opposing streams, Adequate shoulders which encourage all drivers in emergencies to use them are essential on 4-lane undivided highways. Vehicles stoppingin through traffic lanes are very hazardous, probably more so than on 2 divided highway, because following vehicles that maneuver to pass encourage and sometimes force ocher vehicles that are behind and in the inner lane to edge beyond the centerline. Undivided highways with four or more lanes are most applicable im urban and suburban areas where there isconcentrated developmentof adjacent and, Divided Highway Although highways with widely separated roadways may be particularly sultable to certain topographic conditions, there are other advantages which may be derived among which are easy vehicle operation, pleasing appearance and better drainage. Where there is appreciable length of a widely divided highway, an ‘occasional open View between the two ruadways Is desirable to make evident their one-way operation, A divided highway is one with separated roadways for traffic in opposite direction. Ithas at least two full anes foreach direcuon of travel anda median ot 1.20 m ot more in width constructed in a manner to preclude its use by vehicles except in emergencies. Increased safety, comfort and ease of operation are the principal advantages of dividing mulilane highways A divided highway generally is for high volume and high speed operations. Medians 1.20m to 1.60 m wide are acceptable under restricted rural conditions but, wherever feasible, ‘medians should be made 4.50 o 18.50 mwide and preferably wider to obtain full advantage of trafficseparation and to fit intersection design at cross roads, Divided highways need aot be of constant cress section. Often a more pleasing and less costly design is obtained by appropriate variation in the width of median ‘and in the pavement levels. Where construction makes it desirable to narrow the1554 1552 ‘median or where itis advantageous to widen the median on a tangent alignment, the change should be effected by reverse curves of ane (1) degree or less. Climbing lanes on multilane roads may be justified where the critical length of grade Is exceeded and the reduced design capacity because of trucks climbing long grades is exceeded by the Directional Design Hourly Volume (DDHV) 30% or ‘more, Geometric details are the same as for climbinglanes on 2-lane highways. ‘In the design of divided highways the inclusion of median in the cross section alters somewhat the superelevation run-off treatment. The following are the different cases in attaining the superelevation runoff treatment: + The whole ofthe travelled way, including the median, s superelevated asa planesection. ‘+ The median is held ina horizontal plane and the two pavements are rotated about the median edges ‘+ The two pavements are separately treated for runoff, resulting in variable difference in elevation at the median edges. Ctassitcation ofHighmays According to System In the Philippines roads or highways are classified as national, provincial, city, ‘municipal or barangay reads. National Roads Public roads, declared as national roads by the President ofthe Philippines upon ‘recommendation of the Secretary of Public Works and Highways sausfying te conditions set forth under Executive Order No.113, Establishing the Classification ‘of Roads. National roads are classified as primary and secondary roads. The former formsthe part ofthe main highway trunk-line system which is continuous {in extent; the latter includes all access roads forming a secondary trunkine system, Road Right of way. 20.00 m minim ‘+ Width of wavelled way 2 lane. Allowable grade wu. secte6.70 minimum 60% maximum Provincial Roade ‘These are roads connecting one municipality to ancther, with the terminal to be the public plaza; plus roads extending from one municipailty or froma provincial ‘ornational road to a publie wharf or ralway station. Far purpases of allocating nationalaid maintenance, a provincial road is designated and accepted as such by the Secretary of the Department of Public Works and Highways, upon ‘recommendation of the Provinefal Board (Sangguniang Panlalawigan). Road Right of way. 15.00 m minimum + Width of travelled way, 6.10 m minimum + Allowablegrad 6.0% maximum1553 1554 1555 1556 1587 City Roads Roads / streets within the urban area of a city not classified as provincial or national roads. + Road Right of way. 15.00m minimum + Width of travelled way. eee nee-6.40M minimum = Allowable grade... 6.0% maximum provincial or national roads. + Road Right ofway 15.00m minimum + width of travetted way... Allowable grade eee 6.0% maxim Roads located outside the poblacion area of a municipality or urban area ofa cky ‘and those outside industrial, commercial or residential subdivision (access roads to subdivisions are not barangay roads), and which act as a feeder from Farm-to- market road, and are not otherwise classified as national, provincial, city or ‘municipal roads. Barangay roads must meet the following eriteria: + Road Right of way. Allowable grade 10.0% maximum (6.10 m minimum 10.00m minimum “Tourism Rood ‘Tourism raad is 2 road which marketed as particularly suited for tourist. Tourist road may be formed when existing road are promoted with traffic sign and advertising material. Some tourist road such as Ternate-Nasugbu road are built for tourism purposes. Others maybe roadways enjoyed by local citizen inareas of unique or exceptional naturalbeauty.Itis often develaped because it promises to generate employment, enhance community Infrastructure and assist in ‘revitalizing the flagging economies in rural areas. + Road Right ofway.. +) Width of travelled way... + allowable grads e210 m minimum 610m minimum 6.0.% maximum Farm o Matt Road Farm to Market Roads refer to roads linking the agriculture and fisheries production sites, coastal landing points and post-harvest facilities to the market and arterial reade and highways.Design Guisetnes, Crieria and Standards: Voume 4 — Hignway Design * Road Right of way. - * Allowable grade. 10.0% maximum 156 Road Classification According to Primary Function Road classifications based on the primary functions are the following: 1564 Expressways ‘These are divided arterial highways for through traffic, with full or partial control of access and generally with grade separations at major intersections. 15.6.2 Parkways Parkways are arterial highways for non-commercial traffic with full or partial control of access, usually located within a park or a ribbon of park-like development.