Bicol University

College of Engineering
Civil Engineering Department
Legazpi City

Highway Engineering Design Plan:

A PROPOSED HIGHWAY ALIGNMENT
DESIGN IN MANAOAG (CAGAYAN
VALLEY) up to ANGADAN (ISABELA)

A Final Project
Presented to
The Civil Engineering Department
In Bicol University
College of Engineering – Civil Engineering Department
Legazpi City, Albay

In Partial Fulfillment
of the Final Requirement to CE 311 - Highway and Railroad Engineering
A.Y. 2023 to 2024 - First Semester

APELACION, Arian Jay B.

BARCENAS, Gwen Marie B.
CERILLO, John Francis C.
MISA, Charlotte B.
OGAYON, Mary Rose B.
BSCE - 3B

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TABLE OF CONTENTS

I. INTRODUCTION..............................................................................................................................3

RATIONALE...................................................................................................................................3
II. BACKGROUND HISTORY OF HIGHWAY AND RAILROAD ALIGNMENT.....................6
III. OBJECTIVES..................................................................................................................................7
IV. ROAD AND HIGHWAY PLANNING..........................................................................................8
V. LOCATION.......................................................................................................................................9
A. General Information about the Chosen Location.........................................................................9
B. Geographical Characteristics of the Chosen Location................................................................10
C. Reason for Choosing the Specific Location...............................................................................11
VI. PROJECT REQUIREMENTS.....................................................................................................12
TOPOGRAPHIC MAP...................................................................................................................12
CONTOUR LINES.........................................................................................................................13
CONTOUR INTERVAL.................................................................................................................14
VII. GEOMETRIC DESIGN..............................................................................................................26
VIII. COMPUTATION FOR THE EARTHWORKS AND VOLUMES.......................................74
IX. THICKNESS OF PAVEMENT..................................................................................................102
X. CONCLUSION..............................................................................................................................114
REFERENCES:.................................................................................................................................115

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I. INTRODUCTION

RATIONALE

Road construction often results in the drastic alteration of the surroundings. Highway

construction relates to various construction activities that are carried out on a highway. This

consists of locating, supervising, and mapping an area for a highway. It is a major part of

civil engineering that professional companies, states, and local communities undertake. Road

construction typically occurs at night because the traffic volumes are lower during those

hours. Highways, bridges, and roads play a significant role in the construction industry and

the nation’s overall economy. Road development should be made a national interest since the

local govt does not have the financial and technical capacity for road development. These

well-built paths connect various areas and enable people to reach their destinations easily. As

a result, the impact that construction has on the local community is lessened and the safety

and production efficiency of construction works is improved. The alignment needs to be safe

during construction, operation, and maintenance, especially at slopes, embankments, and

cutting. The alignment should be economical and it can be considered so only when the initial

cost, maintenance cost, and operating cost are minimal.

Highway engineering is one of the branches of civil engineering. It deals with the

process of design, construction, and maintenance of different types of roads. Their quality

and functionality have a crucial impact on the daily life of every person and the whole

society. It is important to know that highway engineering combines different knowledge such

as geotechnics, urban planning, traffic engineering, and economics. The highway

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infrastructure stages are planning, construction, management, and maintenance. All the stages

have to consider security, sustainable development, and cost efficiency. A road is a

thoroughfare, route, or a way on land between two places that has been paved or otherwise

improved to travel by foot or some kind of conveyance, including a motor vehicle, cart,

bicycle, or horse. The profile is the vertical aspect of the highway alignment that is defined as

the layout of the centerline of the highway on the ground. It involves the positioning of the

road about the environment, and it must consider topography, traffic volumes, existing road

infrastructure, environmental factors, and economic factors Highway Alignment is very

important for highway design in perspective of construction cost, maintenance cost, vehicle

operation cost, accident rate, land acquisition cost, and other factors which affecting the

highway alignments.

Highway construction is generally preceded by detailed surveys and subgrade

preparation. The methods and technology for constructing highways have evolved and

become increasingly sophisticated. This advancement in technology has raised the level of

skill sets required to manage highway construction projects. This skill varies from project to

project, depending on factors such as the project's complexity and nature, the contrasts

between new construction and reconstruction, and differences between urban region and rural

region projects. Rigid pavements are generally used to construct airports and major highways,

such as interstate highways. Geometric design factors such as gradient, the radius of the

curve, sight distance, etc. also govern the alignment of the highway. To keep the radius of the

curve minimum, it may be required to change the alignment of the highway. The alignments

should be finalized such that the obstructions to visibility do not restrict the minimum

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requirements of sight distance. The design standards vary with the class of road and the

terrain and accordingly, the highway should be aligned. Highway curves are a necessary and

important element of nearly all highways. Their form has evolved from what appeared to be

reasonable to the builder's eye to the more modern geometrically designed form of a circular

curve with superelevation, cross-slope transitions, and often spiral transitions. Despite a

reasonably well-conceived design procedure, which considers a tolerable level of lateral

acceleration on the driver, highway curves continually show a tendency to be high-accident

locations. Several studies have indicated that highway curves exhibit higher accident rates

than tangent sections and that the accident rate increases as the degree of the curve increases.

However, the degree of the curve may be just one element that is interdependent with other

elements that together contribute to the accident rate. For example, the sharpest curves tend to

be located on lower-quality highways; those with narrow roadways, narrow shoulders,

marginal sight distance, hazardous roadsides, and the like. The highway curve is one of the

most complex features on the highways.

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II. BACKGROUND HISTORY OF HIGHWAY AND RAILROAD ALIGNMENT

The Department of Public Works and Highways or DPWH has been long

withstanding as the infrastructure arm of the Philippines. It started during the Spanish

Colonial Era. It was in the 1900s when transportation depended on roads. At this period, the

construction of highways in the Philippines seemed to be impossible. It was during the

American Period when the roadways were developed in the Philippines. Just like any other

government agency, its development depended on the administration as a result of changing

administration policies and organizational structure.

Rehabilitation and construction of roads occurred after World War II since a lot of

roads were destroyed due to bombs thrown in different areas. It was paid for by the Japanese

Government. The Philippines was also able to receive grants from the US government. The

country was and still can construct and repair road networks through international bank loans

and aid from other countries. One example is the road network built by the Japanese

government in Cebu through the Japan International Cooperation Agency (JICA).

It was also said that his era served as the Golden Age of Infrastructure because the

government aimed to build a lot of road networks and improve the transportation service to

the public. I must say that building infrastructure is a crucial part as it is part of the

development of a country and the decentralization of the dense population in Metro Manila.

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III. OBJECTIVES

● To plan a road network for efficient and safe traffic operation but at a minimum cost.

Hence, construction, maintenance, and renewal of pavement layers and the vehicle

operation costs are to be given due to construction.

● To arrive at the road system and the lengths of different categories of roads that could

provide maximum utility and could be constructed within the available resources

during the plan period under construction.

● To fix up date-wise priorities for the development of each road link based on utility as

the main criterion for phasing the road development program.

● To plan for future requirements and improvement of roads given anticipated

developments.

● To work out the financing system

● To provide a convenient road and give safe travels for all

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IV. ROAD AND HIGHWAY PLANNING

A highway is any public or private road or other public way on land. It is used for

major roads but also includes other public roads and public tracks. It is also an integral part of

the transport system. A country’s road network should be efficient to maximize economic and

social benefits. In developing and growing economies, the demand made on highways with

the growth in motor vehicles and accompanying economic growth has ensured the insatiable

demand for better, safer, less congested highways and increase in personal travel.’

Highway development enhances mobility and is critical to the economic growth of a

community and a country as a whole. Unfortunately, inappropriately planned, designed, and

constructed highways can aggravate the conditions of the poor, and harm the natural and

socio-economic environment. The common adverse impacts of highway development include

damage to the natural landscape, habitat, and biodiversity, destruction of the cultural and

social structure of affected communities, creation of air and water pollution, and generation

of noise and vibration

Highway development plays a significant role in achieving national development and

contributing to the overall performance and social functioning of the community. Some

benefits are;

● It makes a nation grow and develop.

● Providing access to employment, social, health and education services makes a

road network crucial in fighting against poverty.

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● Preserve the road in its originally constructed condition.

● Protects adjacent resources and user safety.

● Provides efficient, convenient travel along the route.

Road improvements bring immediate and sometimes dramatic benefits to road users

through improved access to hospitals, schools, and markets; improved comfort, speed, and

safety; and lower vehicle operating costs

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V. LOCATION

A location is the place where a particular point or object exists. The location, as a

statistical unit, is defined as a production unit at a single geographical location at which or

from which economic activity is conducted and for which, at a minimum, employment data

are available. The location that we have chosen, starts from Manaoag (CAGAYAN

VALLEY) up to Angadanan (ISABELA).

A. General Information about the Chosen Location

Cagayan Valley is a sparse region, with a largely agrarian economy centered on rice

and corn production. The region largely lacks major attractions and tourism infrastructure.

The region's climate is heavily influenced by the monsoon, with a short dry season. Region 2

or the Cagayan Valley is strategically located on the northeastern part of mainland Luzon.

With a total land area of 26,388 square kilometers the Cagayan Valley is the second largest

region in the Philippines. It is bounded to the west by the Cordillera mountain range, to the

east by the Sierra Madre, to the south by the Caraballo Mountains, and to the north by the

Luzon Strait. The mountains in the east serve as natural barriers from devastating winds

during typhoon season. It is a natural catch basin having the largest watersheds in the

country. It is crisscrossed by the longest and largest river network, the Cagayan River, also

known as Rio Grande de Cagayan, with a total length of approximately 505 kilometers and a

drainage basin covering 27,753 square kilometers. Approximately 505 kilometers and a

drainage basin covering 27,753 square kilometers.

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The province of Isabela, considered the “Queen of the North”, has 35 municipalities

and 2 cities. It has an aggregate area of 1,066,456 hectares (10,664.56 sq. kilometers)

representing 39.74 percent of the regional territory. Eastern Isabela is rugged and thickly

forested. The massive Sierra Madre Mountain range straddles the entire length of the

province from north to south. There is a vast natural park, home to a variety of wildlife. It is

also where Isabela’s best timber can be found.

B. Geographical Characteristics of the Chosen Location

The specific location, starting from Manaoag Elementary School (CAGAYAN

VALLEY) up to Angadanan (ISABELA) is geographically bounded by mountains and

valleys. The mountains in the east serve as natural barriers from devastating winds during

typhoon season. It is a natural catch basin having the largest watersheds in the country. It is

crisscrossed by the longest and largest river network, the Cagayan River, also known as Rio

Grande de Cagayan, with a total length of approximately 505 kilometers and a drainage basin

covering 27,753 square kilometers. Approximately 505 kilometers and a drainage basin

covering 27,753 square kilometers.

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C. Reason for Choosing the Specific Location

This location is good for this project. As we have been researching from its

geographical location, Cagayan Valley was very near to Isabela. The school location was

near a rice field that could be used as a shortcut to Isabela, and beside it, we made a straight

road for a compatible trip. Though the location from both sides has mountains, we decided to

cut the edge and make a plan to get an accessible travel from Manaoag Elementary School

(CAGAYAN VALLEY) to Angadanan (ISABELA). This location has a good type of soil

that makes the roads handle some heavy vehicles and can elevate the effect of liquefaction.

Aside from that, the climate has an average monthly temperature in Isabela and Cagayan

Valley are both recorded at 27.1 degrees centigrade.

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VI. PROJECT REQUIREMENTS

● TOPOGRAPHIC MAP

A topographic map is a detailed and accurate illustration of man-made and natural

features on the ground such as roads, railways, power transmission lines, contours,

elevations, rivers, lakes, and geographical names. Topographic maps have contour lines that

show how the elevation of the landscape changes. Contour lines are imaginary lines on

Earth's surface that connect points that are the same height above sea level. Contour lines

connect points that share the same elevation: Where they're close together (they never

intersect), elevation changes rapidly in short distances and the terrain is steep. Where contour

lines are wide apart, elevation changes slowly, indicating a gentle slope.

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● CONTOUR LINES

Topographic maps have contour lines that show how the elevation of the landscape

changes. Contour lines are imaginary lines on Earth's surface that connect points that are the

same height above sea level. On this map, the contour lines look like concentric circles. The

outside line is at sea level, which means it has an elevation of zero meters above sea level.

The next contour line has an elevation of 10 meters above sea level. The line above has an

elevation of 20 meters above sea level. Contour lines connect points that share the same

elevation: Where they are close together (they never intersect), elevation changes rapidly in

short distances and the terrain is steep. Where contour lines are wide apart, elevation changes

slowly, indicating a gentle slope. In this example, the contour lines are evenly spaced apart.

This indicates that the slope of the hill is an even and steady curve of elevation from top to

bottom.

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● CONTOUR INTERVAL

A contour interval is the difference in elevation between any two adjacent contour

lines. In this case, the contour interval is 10 meters. Note how the contour lines at 0 and 50

meters are thicker than the rest of the lines. These are known as index contour lines. Index

contour lines are usually identified every fourth or fifth line on a topographic map. Index

contour lines make it easier to read elevation levels, much like chapters in a book.

● CONTOUR MAP

A contour is an imaginary line that connects points of equal value. A contour map,

also known as an isoline map, typically shows multiple contours such as elevation or

temperature contours. This contour map shows elevation contours. Hills are steeper where the

contours are closer together.

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● ROAD PROFILE

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VII. GEOMETRIC DESIGN

Geometric design refers to the dimensions and arrangements of the visible features of

a roadway. This includes pavement widths, horizontal and vertical alignment, slope

channelization, earthworks, and volume. The geometric design of the roadway should be

consistent with the intended functional classification of the highway, and fit the

characteristics and needs of all of its users. ITE provides a variety of tools and training

materials that address the importance of integrating geometric design, traffic operations, and

safety in differing contexts.

The visual discipline of geometric design uses precise shapes, lines and patterns to

create compositions in which order and balance are emphasized. Grounded in mathematical

principles, this method of design uses simple geometric figures such as circles and squares to

create beautiful buildings. Whether based on symmetrical arrangements or carefully

calculated asymmetry, symmetry and balance emerge as central concerns. Rhythm and

continuity are created through repetition or patterns. A precise execution of lines contributes

to a modern, organized look. This design aesthetic is not limited to art, architecture or graphic

design alone but has applications across several creative fields. It provides a useful blueprint

for creating visually interesting and balanced layouts that will endure through the ages.

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● ALIGNMENT

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● EARTHWORKS

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VIII. COMPUTATION FOR THE EARTHWORKS AND VOLUMES

SCHEDULES OF QUANTITIES
ASPHALT

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SCHEDULES OF QUANTITIES
CONCRETE

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SCHEDULES OF QUANTITIES
CUT AND FILL

● CUT

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● FILL

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TOTAL VOLUME

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IX. THICKNESS OF PAVEMENT

Road pavement thickness and depth of construction take a chunk of the overall cost of

road construction. This has called for a need for reduced road pavement thickness by

improving the engineering properties of subgrade such as the California bearing ratio (CBR).

The CBR of road subgrade has been a major determining factor for road pavement thickness,

and expansive subgrades generally have a low CBR, resulting in major road defects. For new

road construction, rehabilitation, or upgrading, the minimum thickness of the pavement shall

be 280 mm. However, a thickness of less than 280 mm. but in no case less than 230 mm.,

may be adopted if the Cumulative Equivalent Single Axle Load (CESAL) is not more than

7.0 x 10 6.

Existing Pavement Types in the Philippines

Of a total of 158,000 km. of public roads in the Philippines, 86% are gravel/earth roads

and only 6% are paved with PCC and 8% with bituminous surfaces as shown in Table 2.1-1.

About 24% of national roads are paved with PCC, 22% with bituminous surfaces, and the rest

are still gravel/earth surfaces. About 89% of provincial roads are still gravel/earth surfaces

and only 2.5% are paved with PCC and 8.9% with bituminous surfaces. Most of the barangay

roads (99%) are gravel/earth roads. In general, the majority of rural roads are still gravel/earth

roads.

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There is no statistical data on what types of bituminous surfaces were used. However,

the DPWH road inventory of national roads suggests the types of bituminous surfaces as

follows (see Figure 2.1-1 and Table 2.1-2):

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It could be said that asphalt concrete surface of about 5 сm is most commonly used

among bituminous surfaces, followed by asphalt concrete surface of 6-10 cm thickness and

single or double bituminous surface treatment has still a low share.

Pavement Types Suggested by DPWH/DLG Design Guidelines

DPWH Design Guidelines (1984) and DLG Interin Design Guidelines (1981) suggest

pavement types for the respective ranges of traffic volume as shown in Table 2.1-3.

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Pavement Types in the Philippines and Low-class Pavement

Pavement types that are commonly adopted or suggested by the Design Guidelines, can
be summarized to be the following six (6) types:
a) Gravel Surface

b) Single Bituminous Surface Treatment (SBST) c) Double Bituminous Surface Treatment

(DBST)

d) Bituminous Macadan Pavement (BMP)

e) Asphalt (or Bituminous) Concrete Pavement (AC)

f) Portland Cement Concrete Pavement (PCC)

According to the DPWH Design Guidelines, low-traffic roads with an annual average

daily traffic count (AADT) of fewer than 400 vehicles are typically assigned pavement kinds

a) to do, which are regarded as low-class pavement. The use of thin AC pavement, typically

measuring 5 cm in thickness, is most common among bituminous surfaces; hence, AC

pavement measuring 5 cm or less in thickness is regarded as low-class pavement in this

manual PCC pavement, which is recommended for roads with an AADT of more than 2,000

vehicles per day. However, because of the ease of availability of materials, equipment

requirements, pavement durability, and low maintenance requirements, this form of pavement

is frequently utilized on country roads with far lower traffic volumes. According to this

manual, PCC pavement with a thickness of 20 cm or less is classified as low-class pavement.

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Recommended Performance Period of Initial Pavement

Traffic Loading: EQUIVALENT SINGLE AXLE LOAD

In the pavement structural design, appropriate traffic Input actors should be

determined.In the pavement structural design, appropriate traffic Input actors should be

determined. The amount and weight of axle loads anticipated to be delivered to the pavement

during a specific time frame are the main concerns. It's commonly acknowledged that only

heavy trucks and buses are taken into account when building pavement thickness because the

axle loads from light automobiles have very little effect on the pavement's structural

degradation.

The result of the AASHTO Road Test has shown that a damaging effect on pavement

performance of the passage of an axle load of any mass can be represented by some 18-kip

equivalent single axle loads or ESAL. This concept has been applied to the design equation of

the AASHTO Guide. The load equivalency factors derived from the AASHO Road Test are

available in the same Guide. Table 4.1-1 shows the factors for structural number (SN) 3.0. Pt

of 2.0 for single and tandem axles

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TRAFFIC LOADING CLASSES

Estimating the initial and future volumes and loading for pavement structural design

requires substantial study analysis for each number of heavy trucks and buses, traffic growth,

axle loads, and axle configurations.

For simplicity and convenience, traffic loadings are classified into 10 classes using the

number of ESAL applications in the initial year, as shown in Table 4.2-1.

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ESTIMATION OF ESAL FOR RURAL ROADS

Generally speaking, the relevant agencies can provide information on traffic volumes

broken down by vehicle. In addition to this, data on axle load distribution patterns by axle

type and vehicle type are needed in order to estimate the quantity of ESAL applications. On

the other hand, information about these traffic loadings is scarce. In these situations, the

ESAL for rural roads may be estimated using the premise listed below.

(1) Vehicle Composition

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The vehicle compositions of rural roads in the studies of 15 provinces were analyzed

and graphically shown in Figure 4.3-1 and summarized in Table 4.3-1.

Load Factors

Load factors of buses and trucks are estimated as shown in Table 4.3-2.

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Rigid Pavement Design

The design of Portland cement concrete pavements, including jointed reinforced

(JRCP), plain jointed (JCP), and continuously reinforced (CRCP), is covered in this section.

This Manual does not cover rigid pavement design, rigid pavement reinforcement design, or

prestressed concrete pavement; these topics are covered in the ASSHTO Guide 1986.

(1) Fundamental Design Formula

The pavement performance algorithm used in the AASHTO Road Test serves as the

foundation for the design process. The following is the fundamental design equation for

pavement, which is based on the AASHTO Guide 1986's serviceability-performance concept:

rigid

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The nomograph used to calculate the slab thickness needed to estimate the effective

modulus of subgrade and the total 18-kip equivalent single axle load application, as

developed by the AASHTO Guide 1986, is shown in Figure 6.3-1.

Basic Design Equation for Rigid Pavements

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X. CONCLUSION

The highway designs worked on the plans for a new highway will always strive for

gentle highway alignment consisting of flat horizontal curves, noncritical grades, and long

vertical curves. Although cost-effectiveness has always been an underlying basis for design,

these design limits have been largely governed by acceptable performance criteria rather than

cost-effectiveness considerations. When considering the safety enhancement of resurfacing,

restoration, and rehabilitation (RRR) projects, the designer has a different perspective than

when he is designing a new highway. Changes in existing alignment are very expensive and

require careful cost-effectiveness comparisons with competing alternatives for funds. For this

reason, it is important to know the expected safety benefits of any proposed changes to the

existing alignment. In addition, current planning assessments that focus on transportation

needs and provide capacity to cater for predicted growth in traffic volumes along the route.

The design, construction and maintenance of major national primary routes such as

motorways or dual carriageways are generally the responsibility of a designated government

department or an agency of it, with funding, in the main, coming from the central

government. The development of an effective road transport system is the primary need of

any developing country. Also upgrading of existing road networks is essential for developed

countries to carry out its transportation functions smoothly as with increasing traffic volume

urban and non-urban roads reach to their saturation level in passage of time.

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REFERENCES:

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Leisch, J. E. (n.d.). Effect of Alignment on Highway Safety. Transportation Research

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Untreated Artificially-Synthesized Expansive Road Subgrade Materials with Varying

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