Ce312 - Chapter 02.2 - Designing The Highway

CHAPTER 02-2
DESIGNING THE HIGHWAY

CE312 - HIGHWAY AND RAILROAD ENGINEERING
THE CROSS SLOPE
The cross slope is provided in
all tangent sections of the
roadway.
Slope usually falls in both

directions from the centerline
of the two lane highway
except where super elevation
of curves directs all water Cross Slope
towards the inside.

CE312-HIGHWAY AND RAILROAD ENGINEERING
DATE
30 SEPTEMBER 2021 INSTRUCTOR
ENGR. CHRISTIAN PIMENTEL
THE CROSS SLOPE
For high type pavement the crown or slope is often 1% to 2%. However, steeper slopes are strongly recommended because rain
water, ow away more rapidly reducing the water thickness on the road pavement.
A cross slope in one direction of multi lane highways makes driving comfortable, but with heavy rainfall, the water depth
increases on the roadway.
Center Line
Lane Surface Lane Surface
Gravel Paved
shoulder shoulder
4% to 6% 3% to 6%
slope slope
FIGURE 2-11 PAVED AND GRAVEL SHOULDER CROSS SLOPE

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THE CROSS SLOPE
The paved shoulder cross slope ranges from 3% to 6% although 4% is the most common. For a gravel shoulder, 4% to 6% slope
is satisfactory and 7% slope is effective drainage for turf (grass) surfaces.
These types of cross sections allow the inner lane to accommodate high speed traf c because it is atter than the outer lanes.
C
Slope 1% to 2% Slope 1% to 2%
FIGURE 2-12 HIGH TYPE PAVEMENT CROSS SLOPE

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THE CROSS SLOPE
On a very wide street, the parabolic crown surface makes the centerline almost at
unless gutters are suf ciently deep enough to convey water. A combination of uniform
slope with parabolic curve is used instead of the parabolic sections.
Lane Lane
FIGURE 2-13 PARABOLIC PAVEMENT SECTION

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THE CROSS SLOPE
Superelevation
Superelevation is a method of infrastructure construction used in roadway curves where the outer edge of the pavement is
raised above the inner edge. An aspect of the vertical alignment or “pro le” of a road viewed in cross-section, it's an important
safety element in the design criteria of any road with curves.

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CUT OR FILL SLOPE
Earth ll of normal height is safe on a slope of 1:2 ratios. Meaning, the rst number represents the horizontal distance while
the second number is the vertical distance.
Slope of cuts through an ordinary

undisturbed earth ll remain in place
1
with a ratio of 1:1 slope. On the other
2
hand, rock cuts could be as steep as Cut
1:2 and sometimes 1:4 proven to be
stable. Recently, slopes had been
generally lowered for safer operations
and to facilitate plant growth. Plants
1 1
reduced erosion and decreases
maintenance costs. Earth ll of Normal Height 1:2 Ratio Cuts Through Ordinary Undisturbed Earth 1:1 Ratio
FIGURE 2-14 FIGURE 2-15

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CUT OR FILL SLOPE
Advantages of Flat Side or Back Slope
1. With back slope of 3:1 or even atter, 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 ll slopes are visible from the vehicles at full
extent giving the roadway safer appearance.
2 TO 4
3. With visible slope for being low and at vehicles could
be positioned or parked closer to the edge, and on two
lane roadway facilities parking would be farther from
the opposing traf c.
Recommended Policy on Geometric Design
VISIBLE FLAT SLOPE
1. The 6:1 slope ratio could be adopted on embankment
less than 1.20 meters high, and 4:1 ratio on a higher ll.
2. The 2:1 slope is allowed to heights greater than 6.00 m. 1
ROCK CUTS RATIO FROM 1:2 TO 1:4
3. Cut slope should not be steeper than 2:1 ratio except on
solid rock or special kind of soil. FIGURE 2-16 ROCK CUT RATIO FROM 1:2 TO 1:4

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CUT OR FILL SLOPE
Elev. 100
0.50 2.50 2.50 0.50
3% 3% 3% 3%
1.5
:1 2:1 2:1 . 5 : 1
1
Natural Ground
Cut Fill Cut
Proposed Road
Elev. 95
-5 0 5
CROSS SECTION

DATE
CUT OR FILL SLOPE
The AASHTO policy stipulated that where cut or ll slopes intersect the original ground surface, cross section must be rounded
to blend the slope with the natural ground surface. When the side slope requires embankment with suitable retaining wall, any
of the following materials could be used depending upon the natural conditions.
1. Hand placed stones. 6. Cribs assembled from timber.
2. Cement rubbles masonry. 7. Precast concrete.
3. Concrete blocks. 8. Metal elements.
4. Conventional reinforced concrete 9. Tied back piling.
5. T or counter forted designs. 10. Earth reinforced with metal or plastic bands.

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NUMBER OF LANES
The number of lanes in a segment of the highway is determined from the estimated traf c volume for the design year (AADT)
and highway lane capacity at expected level of service. AASHTO policies accept a dually divided 16 lanes roadway with four
lanes in each direction for an inner freeway and four more lanes in each direction on the outside.There are some instances
where a reversible lane is located at the center of freeways with unbalanced heavy traf c ow.

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HIGHWAY MEDIAN
1.00 3.25 7.00 13.00 7.00 3.25 1.00
2.50 2.50
0.20 0.20 0.15

0.15
Stop Lane Stop Lane

Rounding
Shoulder Travel way Travel way Shoulder

MEDIAN
Roadway 33.50
TYPICAL SECTION WITH MEDIAN

DATE
HIGHWAY MEDIAN
Recently, median in various forms, becomes absolute requirement for highways because, it offers the following advantages:
1. It is an effective means of reducing headlight glares, con icts, and accident between opposing streams of traf c.
2. The Median offers refuge between opposing traf c stream of cross traf c, and pedestrian could traverse each stream at separate maneuvers.
3. Median provides available space for left turn lanes.
4. It makes turning of vehicles smooth and safe operation.
5. Where space and cost permit, wide median is highly recommended. For rural sections of freeway, the 18 to 27 meters wide median is being adopted.
6. The Policy on Geometric Design states that, 3.00 to 9.00 meters median width is appropriate in suburban or mountainous situations.
7. For rural and urban arterials, 18.00 meters median or wider is preferred because it allows the use of independent pro les and at the same time minimizes cross over accident.
8. Medians with 6 to 18 meters wide allow drivers to cross each roadway separately. A 4.20 to 6.60 meters median width provides protection for turning vehicles.
9. Curved median with 1.20 to 1.80 meters width serves as partition - separation of opposite traf c control devices.
10. The width of a traversable median should be wide enough to prevent vehicles running out of control from reaching the opposite traf c.
11. The 15 to 24 meters distance between landed edges is favored, but speci c value is not-stipulated.
12. Cross slope of the median should not be greater than 6:1 but preferably 10:1.
13. Dense planting of rose hedges serves as safety crash barriers.

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HIGHWAY MEDIAN
For Narrow Median, there are four means of reducing cross median accidents:
Deterring Devices - Two sets of double strip painted on the existing pavement, raised diagonal bars, low curbing and
shallow ditches.

DATE
HIGHWAY MEDIAN
Non-Traversable Energy Absorbing Devices - The line chain link fence I meter high supported by steel post augmented by
cables at the bottom and midpoint. Non-traversable rigid barriers are metal guard rail.
Non-traversable Energy Absorbing Barriers Non-traversable Rigid Barriers

DATE
HIGHWAY MEDIAN
G.M. Barriers - A high non-mountain sloped face concrete barriers called New Jersey. It is cast or extruded in place or
precast in section and set in position by crane.

DATE
HIGHWAY MEDIAN
Median with Rigid Barrier

DATE
HIGHWAY MEDIAN
Minimum 1.00 > 1.00
0.20 0.20
S S
S S
Stabilized width < 2.60
2.00 m
Vr. ≤ 100 Km/hr.

FIGURE 2-17 MEDIAN UNDER STRUCTURE

DATE
HIGHWAY MEDIAN
0.20 0.20
S S’ S
S’ 8%
8%
1.00 1.00
Turf Cover 12.60 m
Stabilization 1.80 Turf of stabilization Stabilization 1.80
2.00 2.00 2.00
Vr. ≥ 80 Km/hr.
FIGURE 2-18 STRAIGHT ALIGNMENT MEDIAN IN CURRENT SECTION

DATE
HIGHWAY MEDIAN

DATE
HIGHWAY MEDIAN
≥ 1.00 ≥ 1.00
S S
Fully Paved 3.00
Vr. ≤ 100 Km/hr.


DATE
HIGHWAY MEDIAN
0.40 0.40
S S
Paved
3.00
Vr. ≤ 60 Km/hr.

DATE
HIGHWAY MEDIAN
Turf Cover

DATE
HIGHWAY MEDIAN
0.20 Widening 0.20 Widening
h = 0.02 to 0.04
S S
S’
S’
8% to 10% Slope
1st 2nd
Travel way Travel way
Turf Cover 12.60 m
13.00
Vr. 120 Km/hr. or eventually Vr. 100 Km/hr.


DATE
HIGHWAY MEDIAN
0.20 0.20
S S
S’ S’
8%
Turf or stabilization 5.60
6.00
Vr. 100 Km/hr


DATE
HIGHWAY MEDIAN
0.20 0.20
S S
S S
2.60
Stabilization or Turf
3.00
Vr. ≤ 100 Km/hr


DATE
HIGHWAY MEDIAN
Central Void

DATE
HIGHWAY MEDIAN
Parapet
ht. = 0.16 to 0.18
S
S
Central Void
0.50 Widening
Widening 0.50
brush
brush
curb
curb

DATE
HIGHWAY MEDIAN
Barrier
0.75 or 0.50 Central Void 0.75 or 0.50
Median ≥ 3.00 meters


DATE
HIGHWAY MEDIAN
0.50
0.50
Height 0.16 to 0.18
Floor Plate
S
S
0.50 0.50
brush brush
curb curb
Central Void
1st Travel way Widening Widening 2nd Travel way

DATE
HIGHWAY MEDIAN
INSERTION LANES
Taper
Taper
INSERTION LANES
FIGURE 2-21 DECELERATION LANES AND INSERTION LANES

DATE
HIGHWAY MEDIAN
TAPERS are usually located in the transition
and termination area of the temporary traf c
control zone. Merging Tapers move traf c
laterally from the normal lane to an adjacent
lane of traf c at prevailing highway speeds.

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THE GRADE LINE
Grade line is de ned as the longitudinal pro le of the highway as
a measure how the centerline of the highway rises and fall.
Longitudinal
Profile
Center
Line
Typical Cross Section
Longitudinal Pro le

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THE GRADE LINE
L/2 L/2
PI
A=g2-g1
Back tangent
g1
x H Forward tangent
a y
h1 Summit g2 b
H c
PC h2
PT
S1 S2
g1
Area = c
g2
Grade Diagram
Longitudinal Pro le Unsymmetrical Parabolic Curve

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THE GRADE LINE
TABLE 2-4 MAXIMUM PERMISSIBLE GRADES FOR HIGWAYS IN %
ARTERIALS
Design
Speed
FREEWAYS RURAL URBAN Collectors RURAL Local RURAL
Km/hr
Flat Rolling Mount. Flat Rolling Mount. Flat Rolling Mount. Flat Rolling Mount. Flat Rolling Mount.
32 - - - - - - - - - 7 10 12 8 11 16
48 - - - - - - 8 9 11 7 9 10 7 10 14
64 - - - - - - 7 8 10 7 8 10 7 9 12
80 4 5 6 4 5 7 6 7 9 6 7 9 6 8 10
97 3 4 6 3 4 6 5 6 8 5 6 - 5 6 -
105 - - - 3 4 6 - - - - - - - - -
113 3 4 - 3 4 5 - - - - - - - - -

DATE
THE GRADE LINE
The grade line appears on a pro le taken along the road centerline. It is a series of straight lines connected by parabolic vertical curves to which
straight grades are tangent.
In laying the grade line, the designer must consider the following:
1. Where earthwork is minimal and consistently meeting sight distances in relation to grade line, economy is one main consideration.
2. In mountainous areas, the grade line must be considered balanced excavation against embankments to get the minimum overall cost.
3. In at area the grade line is set almost parallel to the ground surface but suf ciently above the ground for drainage purposes.
4. Undesirable native soil should be provided with suf cient covering.
6. Grade line elevations along the river or stream, is governed by the expected level of water ood.

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VERTICAL CURVE OVER CREST
All vertical curves should not be shorter than the established minimum over crests. This L/2 L/2
is governed by the sight distance requirements but sometimes a case of riding, may PI
demand longer curves than the sight distance. Some designers prefer no vertical curve to g1
A=g2-g1
Back tangent
be shorter than 300 meters. AASHTO suggested that the minimum curve length varies x H Forward tangent
a y
with the design speed in meters distance equals to 8 times the velocity in kilometers per Summit g2 b
h1
hour. H c
h2
PC
" The vertical distance from the intersection of the straight grade line to the
curve is equal to one eight of the product of the algebraic di erence in grades PT
and the length of the curve in stations. This is called the maximum correction.” S1 S2
The rate at which the curve departs vertically from both tangent grade line is g1
proportional to the square of the horizontal distance from the end of the curve. The
correction at any intermediate point is obtained by: Area = c
g2
Grade Diagram
1. Multiplying the maximum correction by the square of the horizontal distance
between the near end of the curve and the point. L
2. Divide this product by the square of one half the length of the curve.
Unsymmetrical Parabolic Curve

DATE
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RIGHT OF WAY
Acquisition of land for the right of way is very costly. Based on experience from the past, highway agency now consider it a good practice to acquire
right of way wide enough to suf ciently provide for the ultimate expected development.
A successful freeway and expressway operations, closes the roadway from direct access to adjoining property and some local roads or streets. If
local traf c and land use are to be opened, it must be served by service roads originally planned as part of the main freeway. Frontage road shall be
permitted to enter connecting cross streets only at a distance of at least 100 meters for rural road and 50 meters for urban conditions.
TABLE 2-5 MINIMUM RIGHT OF WAY WIDTHS FOR RURAL AND URBAN FREEWAYS AT GRADE IN METER
RURAL URBAN
Width Frontage
Number of Lanes No Frontage Restricted No Normal with Normal No
Road
Road Frontage Road Frontage Road Frontage Road
2 60 45 - - -
4 68 53 41 - -
6 75 60 51 89 53
8 83 68 59 96 60

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RIGHT OF WAY

DATE
END OF PRESENTATION

DATE

Ce312 - Chapter 02.2 - Designing The Highway

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Ce312 - Chapter 02.2 - Designing The Highway

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CHAPTER 02-2

DESIGNING THE HIGHWAY

Slope usually falls in both

DESIGNING THE HIGHWAY

FIGURE 2-11 PAVED AND GRAVEL SHOULDER CROSS SLOPE

DESIGNING THE HIGHWAY

FIGURE 2-12 HIGH TYPE PAVEMENT CROSS SLOPE

DESIGNING THE HIGHWAY

FIGURE 2-13 PARABOLIC PAVEMENT SECTION

DESIGNING THE HIGHWAY

DESIGNING THE HIGHWAY

Slope of cuts through an ordinary

DESIGNING THE HIGHWAY

DESIGNING THE HIGHWAY

DESIGNING THE HIGHWAY

1. Hand placed stones. 6. Cribs assembled from timber.

2. Cement rubbles masonry. 7. Precast concrete.

3. Concrete blocks. 8. Metal elements.

4. Conventional reinforced concrete 9. Tied back piling.

DESIGNING THE HIGHWAY

DESIGNING THE HIGHWAY

1.00 3.25 7.00 13.00 7.00 3.25 1.00

0.20 0.20 0.15

Stop Lane Stop Lane

Shoulder Travel way Travel way Shoulder

TYPICAL SECTION WITH MEDIAN

DESIGNING THE HIGHWAY

DESIGNING THE HIGHWAY

DESIGNING THE HIGHWAY

Non-traversable Energy Absorbing Barriers Non-traversable Rigid Barriers

DESIGNING THE HIGHWAY

DESIGNING THE HIGHWAY

DESIGNING THE HIGHWAY

Stabilized width < 2.60

Vr. ≤ 100 Km/hr.

DESIGNING THE HIGHWAY

Stabilization 1.80 Turf of stabilization Stabilization 1.80

2.00 2.00 2.00

DESIGNING THE HIGHWAY

DESIGNING THE HIGHWAY

Fully Paved 3.00

Vr. ≤ 100 Km/hr.

DESIGNING THE HIGHWAY

DESIGNING THE HIGHWAY

DESIGNING THE HIGHWAY

Turf Cover 12.60 m

Vr. 120 Km/hr. or eventually Vr. 100 Km/hr.

DESIGNING THE HIGHWAY

Turf or stabilization 5.60

Vr. 100 Km/hr

DESIGNING THE HIGHWAY

Vr. ≤ 100 Km/hr

DESIGNING THE HIGHWAY

DESIGNING THE HIGHWAY

FIGURE 2-19 STRAIGHT ALIGNMENT MEDIAN IN CURRENT SECTION

DESIGNING THE HIGHWAY

0.75 or 0.50 Central Void 0.75 or 0.50

Median ≥ 3.00 meters

DESIGNING THE HIGHWAY

1st Travel way Widening Widening 2nd Travel way

FIGURE 2-19 STRAIGHT ALIGNMENT MEDIAN IN CURRENT SECTION

DESIGNING THE HIGHWAY