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 és 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 costeffective 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 [eee ‘design element which is the most affected by the volume of Im modem practice, single-lane and 3-lane highways are considered inappropriate as parts of an improved highway system. types are therefore considered to be 2-lane, multi-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 Roads / streets within the poblacion area of a municipality not clas: 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 city ‘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 ofway._. 610m minimum 10.00m minimum © Width of travelled way... _.4.00m minimum + Allowable grade: 10.0% maximum “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 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.156 1564 1.5.6.2 Design Guisetnes, Crieria and Standards: Voume 4 — Hignway Design "Road Right of way 6.00 m minimum = Width of travelled way, 4.00 m minimum 10.0% maximum * Allowable grade, Road Classification According to Primary Function Road classifications based on the primary functions are the following: Expressways ‘These are divided arterial highways for through traffic, with full or partial control of access and generally with grade separations at major intersections. 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.34. aad 32 Design Gucnes, Crtata and Sandor our ~Higway Dasgn| Geometric Design of Road Links Introduction Standards have been developed as a guide in the design of highways and to censure that motorist’s convenience, environmental safety, and aesthetic considerations are implemented in the most economical manner consistent with highway service considerations, Depart from Standards Design polices and standards generally represent minimum values. Higher standards may be used within reasonable economic limits. To ensure uniform practice, lower design standards may not be used without approval from the DPWH Otice of the Secretary or the Bureau of Design, Requirements for Design Analysis in Operating Environment Highway design involves geometrically combining the elements which establish the road layout, that is, horizontal and vertical alignment, width of pavement and formation, cross slopes, ete. to ensure that the finished road will be an appropriate component ofthe traffic system, The system must be satisfactory for all relevant environmental conditions so that the highway could provide ‘maximum service tothe public with minimum hazard at reasonable cos Ie is necessary that it be constructed to endure and tw provide adequate safe passage of vehicles. To achieve this objective the design must adopt certain criteria or standards for strength and uniformity. ‘These criteria and standards are subject to modifications since rads are {intimately associated with environmental conditions, vehicles, human factors and, ‘economic considerations which seldom conform to mathematical concepts. ‘Table 3-1 and Table 3-2 contaln the minimum design standards for Philippine highways, Standard cross-sections ae provided in Figure 3-1 to Figure 3-6. Table 3-3, Table 3-4 and Table 3-5 provide AASHTO minimum recoumended ‘widths of traveled way and shoulders for local rural roads, rural collector roads, and rural arterials, ‘The width of an urban collector street will be the sum of the widths oflanes for ‘moving traffic as determined from a capacity analysis, plus space for parking and bicycles, and including the median width where applicable, Lanes vathin the traveled way should range in width from 3.0 to 3.6 m. Expressways should havea minimum of two 3.6 m wide through-traffc lanes for ‘each direction of travel, Paved shoulders should be continuous oa both the right, and let sides of all expressway facilities.fe a Patton “ = ” * © = « ‘© eseTeoety © ° ° © » x ° merece Tea » ° 2 = 2 ° ® ® A008 fete) Pater = we ‘© a 2 i= ms x agree ss ® 2 zm 1 m wee 2 sectrasTenrery * 2 ® % © te we 10 GRADE mn PatTaorety © © °° ae «0 » rn x0 Sertarcon Tomy ‘00 0 fs te 10 > te 0 ([Feenetwerrmtesy] ee ss 10 on en 12 Souae Wi (aren) 8 10 12 200 20 am 20 Ft ay We es ~ » * » 2 © ‘Sperorater aesmen onieae) ro) 0 ax) oonieas) NOM PAD ENT TANCE (nm) Patron we 2 2 8 Hs ie a ‘© roxpreoyery « © p ts 0 is 5 1s PASSING SOHT OSTANCE (nae) patoorer “ = @ oe = = on o rateresorey = = 2 = ‘0 = = os Mestre Tony 0 zm mm = ~ @ = ” eesetecw cura somorcor geet ekmoncsoee wiiccare Slunree crow ares ine ference Reaseereec ‘Saves: Table 32 Mstyot Pic Woasare Horas, 184 Deso! Gres Ces a Sands Vole I Boeau of esr. Man(Design Guidelines, Crlera.and Standards: Volume d - Higheay Design eye Oran Stine Tour Rese Pores Paremeet Wa Sous: wa Nia! tu Com Soot (pr Tae ees Ric Care PO ae Pat Tron etrewrncuve Lasgo Veta Cone Desgr Sot Levan ae ‘See cusepe Rao(H¥) Rox Daige Scoopeo Fon! Set Devin ng Paver ing Maman ated daa sructue Parting Cant Cancee Paver PODP) ox Apa Gncwta Pavel (ASP) Monin e181 9 te woes 20 wl: Brune Cael Caer Pas PCCP) 2 mor Asn OonreParoment ACF) Monn al 15m nn ae sung 1 Sf Porting Ont Con ent POD 24 AC Mosman eh ofS Monn eogn ot Moun 60 'eh Oks 230% ffl ngand momianes tora psc soe a 15:1.011 eecormen mateo Giisoe 40a) ttt keaonceres (Guisove 4201 er haces eo soa bak ‘x car 25a food wh suc Read coda Be SOs ee Poucutvet ea fase sue Maman oSoan h 2 yea eal aMeMaZe 910 wn em sree Foto OFA Hay Salty Desig Slarcds Par 2 (ay 202) 0 0RCe ‘Sauce Orpziner ot Rete ons ae Hgnwas, JanmeetOarNe. 1 sees 24, Departmen Ora No adele 2a 2012. MaN,“uble13 AASHTO Recommended Minimum Wiat of Tavled Way and Shoulders tor esi Spd | Anima Wi of Tava Way f) fer Specie Design Volune veep ay) iy cd 000100 | 100t0.2000 ‘Atspenss Who ces shoul on chat te ond) * Fortean poussins tran wie dean volume of 40 0 ees per dey, use S.A waved + Vint re tn feta aye oun 8 72m lh may enn 6 man conn ghar nee bere b ocrach paternsugecsbg the noe fo wien [Maybe sued ahve a mnurn ecy we efor ain spews ater an 2 ah Saupe ale Ss AASHTO ZA Poy Groans Hwa ant Sem Eaten, seco ‘man of grades stouer on eaten fn) + On rosovay to be reconstudes, 2 6.5 m tales wat may be ened where the lone fs ‘eitalnyand arts no ua pay suggest Di od wang Pit mma ahay be sao cay Son wes leat ® Shoulder sy berediced for se speeds year tan Ssh prove has mur acesy SEITE IAS MO, 2,4 Pye Gene Deine owas Stee an,33 Desc Cucina, Citrine Stas: Yomne 4 Hatmay Des “eble35 AASHTO Recommended Minimum Width ot Traveled Way aid Shouders for ene ne eee Tr) assed th of usalesheae nt * Onroatwass oe recnsrses an nstng 66 m tale way me beFetanec nee te algnnentis ‘SStsiscarananere to cash tem suggetry ened weeny Plant aca menace tance shi bene Foner are VlaPes 2 far ‘estan needed treat cananucton pete, fi paved shade wh abe amin of 5 8 ‘orcad vat ooyoeuses el ures We secant ont Shae Souee: Tele 73m AASHIO, 2011, APoey on Giomee Desen of Hiway and Stes 6 Eon (Batoy Pemason General Principles for Geometric Design In preparing the design of a new highway or a redesign of an old one, the designer must give attention to the following basic considerations aimed at functionality, homogeneity and predictability: + The design must be suitable for the taffie volume, both daily and at the design pealc hour, for the design speed and for the character of thevebicles to suse the facility. + Thedesign mustbe consistentand must avoid surprise changes inaligament, grade and sight distance. ‘Thedesign must he pleasing tothe user and to those who live along it + The design must be complete. However, for the designer to be able to ensure the effectiveness of his design 10 a large degree, the necessary roadside treament and the provision of contro} deviess such as lane markers and special signs, retaken into account. + The design shall be as simple as possible from the standpoint ofthe bullder. Excessive changes in cross sectional design or the use of @ variety of types within a project will in many cases Increase the cost and difficulty of ‘construction beyond the commensurate value of such ‘uniqueness’ + The design should he such that the finished road can be maintained at the east cost. + The design must be safe for driving and should ensure confidence for ‘motorists.Desig Gunes, Citas ant Stands: Vue 4 -Higrway Design 34 Highway design is also sometimes required to consider staged construction, ‘requiring cateful consideration of various aspects including safety; for example, the safety challenges of designing a dual carriageway road with grade separated interchanges that are to aperate with anly one carriageway initially. Design Speed With reference to Section 2.5.3, design speed is not a major factor for local urban streets and collector streets because their typical grid layout and closely spaced. intersections usual limit vehicular speed. Design speeds ranging from 30 to 50 kph for local streets, and 50 kph or higher for collector streets, are normally used in design, depending on available rightofway, terrain, likely pedestrian presence, adjacent development, and other controls. ‘Minimum design speeds for Local Rural Roads and Rural Collector Roads are given in Table 3-6 and Table 3-7. Inthe Philippines it is important to stress that ‘where rural -oads pass through villages the MAXIMUM design speed should be that which will reduce the risk to pedestrians to an acceptable level ~ either 50 ‘kph or 30 kph depending on the volume of pedestrian traffic Roral arterials other than expressways should be designed for speeds of 60 to 120 kph, dapending on terrain, driver expectancy, and, in the case of rreconstructicn projects, the alignment ofthe existing facility. Urban arterials should be designed for speeds of 50 to 100 kph, with lower speeds in business districts and developed areas, and higher speeds in outlying, suburban and developing areas. Expresewaysshould be designed for speeds not ess than 80 kph, ‘Table -6 Minimum Reconmended Design Speeds for Lecal Rua! Roads a ea ee ed Level 0 0 eo 0 0 ~ Reting 30 * a © ry o Mountainous 20 0 a 0 * 2 ‘Souce: Tablet n AASHTO, 2011, A Paley on Geometric Design ot Mghways ana Steets 8 Eton sed by Pern,Des Guess, Cor an Sanaa Vaune 4 Hianay Bsn ote vnerepesceal design speechigper anthose ston saudbe conse. Suse: Table 61 AASHTO. 211, A Paty on Geanate Deson ot Hamways ana Stees 6 Eton, set by Persson Road Classification With reference to Section 26.6, local utban streets are usually designed with « standard two-lane cross section, but a four-lane cross section may be appropriate bn certain urban areas, as governed by traffic volume, administrative policy, or ‘ther community considerations. IC usually dificult and costly w modify che geometric design of an existing street unless provision has been made a the me oF intcal construction. ‘Traffic volume is a major factor for streets serving industrial or commercial, areas, and urban collector roads. In this case the projected ADT should be the design basis. Collector raads and streets should havea sufficient number of nes ‘o accommodate design traffic volumes for the desired level of service ural highways usually consist of two-lane local roads, which should be designed to accommdate the highest practical criteria compatible with traffic and ‘opography. Now rural arterial roads, or improvement of existing rural arterial reads, reeuire the determination ofthe design trafic volume. [eis usually appropriate to design high-volume rural arterials using the 30 HV, which is typically about 159 of the ADT on rural roads. The number of lanes on an arterial roadway ie determined Jased on consideration of volume, level of service, and capacity conditions. Multilane arterials may be undivided or divided, depending upon trafic volume and safety considerations, For expressways, speific capacity needs should be determined from directional design hourly volumes (DDHV) for the appropriate design period. In arge metropolitan areas, the selection of appropriate design traffic volumes and design periods may be influenced by system planning. Segments of expressway may be constructed or reconstructed to be commensurate with ether intermediate traffic demands or with traffic based on the completed system, ‘whichever may be more appropriate, Rural expressways are generally designed ‘or high-volume and high-speed operation, Basic Design Consideration ‘This section deals with the fundamental considerations in highway design, includingreference tothe safety concept ofthe Clear Zone,6 62 eat (Design Cundeines, Cent ard andards, Volume 4 Highway Desig Pavement Design Introduction The pavement is defined as that portion ofthe road or highway, placed above the subgrade specifically for the support of and to provide a running surface for vehicular trafic I may extend to and include the shoulders on higher category rozdsand highvrays. Pavement design isthe process of detormining the thickness and strength of « pavement laid on a soil foundation (subgrade) for the purpose of providing an even non-skid, stable and desirable surface, permitting efficient, rapid and safe ow of traficinaccordance with specified loads. Pavements compr'se one oF more layers of one or more different materials, each layer normally being separately placed but acting together inthe final structure Each material is chosen to withstand the loads and strains imposed on it epending upon its location within the pavement. ‘The functions ofa pavement are: + Provide a reasonable riding surface, whict is within acceptable roughness limits + Provide a durable and dust free surface, particularly on more heavily trafficked reads. + Provide avisual definition of the road ahead. + Provide skid resistance for traffic so that trafic can accalerate, brake and corner with salety 1+ Provent wator ingress into pavement and cubgrade materials, most of which are adversely affected by the presence of water. + Distribute wheel loads from traffic to the sulygrade and to keep damage to both the pavement structure and the subgrace within acceptable limits, leis this last funetion the structural function, which is the primary responsibility of the pavement designer. Types of Pavement There are three major types of pavement present in the Philippines: + Flexible (or Asphalt pavement). + Rigid (or Concrete pavement) * Unbound, gravel surfaced, unsealed or ‘unpaved’ roads (usuzlly restricted to local rural access or temporary roads). These are a subset of flexible pavement, Flexible Pavements Flexible pavements generally consistofthree main ayers, the bituminous surface ‘course, the base course and the sub-base course. The surfacing may be dividedeau into the wearing course and the binder course laid separately. The bese and sub- ‘base may also be laid in a composite form using different materials designated ‘upper and lower base or sub-base. Where the sol is considered to be very weak, 4 capping layer may also be introduced betwveen the sub-base and the subgrade, ‘The surface of the subgrade is termed the formation level. Gravel surfaced paverentsare a form of flexible pavement without a bound surfice course ‘As soon as the traffic begins to move over a flexible pavement, permanent deformation will start to develop In the wheel tracks followed hy commercial vehicles. In 2 welldesigned pavement this deformation will be fairly evenly distributed between the stiffer upper asphaltic layers, the unbound base and su>- ‘hase, and the subgrae. The stiffness of each layer should be such that 7 ome "Nernaze bs (eateries na 620m beow singace erm) we ate nm ge COR laos ules tn 3, SD of gael recoerended meme, ‘Reconsruction of Existing Gravel Roads ‘The thickness of the gravel base course may be determined by utilizing the ‘existing base to form part of the recommended thickness. Ifthe existing road has a Telford type base, which is usually only $ m wide, the road should be widened in accordance with current DPWH DOs. The widened platform should be built up to the level of the Telford base with the sub-base ‘quality material compacted in ayers and the whale width should then be covered with 100 mm ofcompacted gravel surface course. Failure of Existing Pavements In the design of new or reconstructed pavements it is relevant to take into account the causes of failure of old pavements. Observations suggest that failures have been principally due to a combination of inadequate structural pavement strength, poor construction, poor drainage and insufficient maintenance. The ‘most common deficiencies are: Poor compaction of embankments causing inadequate subgrade support, settlement and cracking of the pavement. Lack of sub-base layer below flexible pavements, or insufficient quality of ssub-base material,