Road Alignment
Road alignment should be consistent. An abrupt change from flat to sharp curve and long tangents
followed by sharp curve should be avoided because it will create hazard and invite accident.
Designing circular curves of different radius from end to end or compounded curve is not a good
practice, unless suitable transitions between them are provided.
A long flat curve is acceptable at all times and preferred for small changes in direction.
Circular Curves
A vehicle traveling in curve road is subject to centrifugal force. This force is balanced by equal and
opposite forces developed through the super elevation and side frictions. However, neither the side
friction on the super elevation, could overcome nor exceed the maximum control and limit on the
sharpness of the curves with a prescribed design speed.
The sharpness of the curve is dependent on its radius. Sharpness is expressed in terms of the
curve degrees, and the degrees of curve is inversely proportional with the radius.
5729.58 5729.58
Formula: 𝐷 = 𝑅𝑎𝑑𝑖𝑢𝑠 =
𝑅𝑎𝑑𝑖𝑢𝑠 𝐷
Where D = degree of curve
The degree of curve is expressed either by the Arc definitions or Chord definition.
Table 2-9 Degree of Curves
Degree of Curve Radius Meter
0°30’ 3491.75
1°00’ 1746.38
2°00’ 873.19
6°00’ 291.06
2°00’ 174.63
2°00’ 87.32
Arc – The degree of curve is the central angle subtended by a 30 meters arc of the curve.
Chord – The degree of curve is the central angle subtended by 50 meters chord.
50
𝑅𝑎𝑑𝑖𝑢𝑠 =
1
𝑆𝑖𝑛𝑒 𝐷
2
*The maximum allowed super elevation rate is 0.10 except on low volume gravel roads.
*Policy on Geometric Design:
1. For design speed of 50 kph, the normal cross slope is 1°-21’ or even flatter curves.
2. For a 120 kph design speed road, the normal cross slope is 0°-15’ or flatter curves without super elevation.
* In each of this solution, the total side friction is less than 0.04 for an adverse cross slope of 0.02.
Super Elevation-Runoff
Curved sections of roadways are usually super elevated.
Provisions for gradual changes from one point to the other should be considered.
The centerline of each individual roadway at profile grade is maintained while raising the outer edge
and lowering the inner edge to attain the desired super elevation.
*For wider roadway, the length given on Table 2-9 should increased as follows:
1. Four lanes, individual value increased by 50%
2. Six lanes, individual value increased by 100%
Widening of Curves
A provision for a wider roadway is necessary on sharp curve for two lanes pavement under the following
reasons:
1. To force the drivers to shy away from the pavement edge.
2. To increase the effective transverse vehicle width for non-tracking of front and rear wheels.
3. To give additional width due to the slanted position of the front wheel to the roadway center line.
4. For a 7.20 meters wide roadway, an additional width of 30 cm is necessary on an open curve highway.
Island
An island is a defined area between traffic lanes for control of vehicle movement and for pedestrian
refuge. Within an intersection, median is considered an island.
It may range from an area delineated by barrier curb to a pavement area marked by paint. On at-grade
intersection in which traffic is directed into definite paths by island is termed as Channelized
Intersections.
* Island is included in the design of intersections for the following purposes:
1. Separation of vehicular flows
2. Separation of conflicts
3. Reduction in excessive pavement areas
4. Reduction of traffic and indications of proper use of intersections
5. Arrangement to favor a prominent turning movement
6. Location of traffic control devices.
By channelization, the angle or route between intersecting streams of traffic can be smooth and
favorable. Drivers are commanded to merge into moving traffic streams at flat angle and right speed
being controlled over vehicles approaching an intersection.
By channelization, funneling is also effective in preventing overtaking and passing in conflict areas. A
well studied super elevation is an important adjunct to channelization that regulates the vehicle speed
and:
1. Prohibited turns are prevented
2. Refuge may be provided for turning or crossing vehicles and pedestrian.
3. Refuge may be provided for turning or crossing vehicles and pedestrians.
4. The drivers has to face only one decision at a time, hence conflicts can be avoided.
5. It provides location for the traffic control devices like signs, signals and refuge for pedestrians.
Types of Interchange
* The functions of freeway interchanges are:
1. To provide separation between two or more traffic arteries.
2. To facilitate the easy transfer of vehicles from one entry to the other or between local roadway and the
freeway.
The simplest and low cost form of interchange is the diamond type. It is recommended where the
freeway crosses non freeway arterial.
The cloverleaf type interchange is recommended for freeway and arterial intersections. Intersecting
arteries are separated and free of intersections.
* Objections to the Cloverleaf Interchange Design
1. It requires large area of land
2. At higher design speed, more time is consumed just to traverse the longer loops
3. Vehicles making left turn execute 270° right turn and travel greater distance becoming very unpleasant and
hazardous due to the sharp curves and steep grades.
4. Vehicles leaving the curve loop in one quadrant weave those entering the adjacent loop from the through
roadway.
*Alternative cloverleaf design with collector distributor road is recommended for one or two through street if the
cost of added land paving and structures can be justified.
Highway Intersection at Grade
All highways except freeways have intersections at grade. Intersection area is considered part of every
connecting roads. In this area all crossing and turning movement occurs.
1. For right angle intersections with little traffic, the use of street sight is more than sufficient.
2. For Y intersections or other related conformation where vehicles meet at unfavorable angles may
require channelization.
3. The flared design will involve the following:
a. Widening the entering traffic lane to allow deceleration of the car and clear of through traffic.
b. Widening the leaving lanes to provide acceleration and merging from the traffic streams.
4. Intersections must accommodate large trucks, and the radius of all curves must be sufficient
enough to accommodate them.
* A careful traffic count and projected future improvement must precede the design of all critical sections.
Based from the data gathered on traffic count, the lane capacity could be determined including the number of
lanes to be constructed.