DESIGNING THE

HIGHWAY
PRESENTED BY:
AMADOR, LEVI JOHN
DE JURAS, JOVEE
LEGASPI, PRINCESS ESPERANZA
PAELMO, GERARD DOMINIQUE
 CONSISTENCY TESTS

Objectives:
• To be able to determine the Kinematic Viscosity and Absolute Viscosity
• To identify how the penetration test affects bituminous materials and
• To determine the Softening Point of bituminous materials

Consistency tests - are commonly used in connection with the laboratory

examination of bituminous materials. The preferred method for measuring the
viscosity of liquids is by kinematic viscometers. Consistency tests for bituminous
materials in the solid or semisolid state include the penetration test and the ring-
and-ball test.
 KINEMATIC VISCOSITY AND ABSOLUTE
VISCOSITY

• Absolute viscosity – it is measured by standard test procedure of AASHTO

Designation T202.
This test is usually performed at a temperature of 140°F (60°C). The test involves
measuring the time required for a fixed volume of the
liquid to be drawn through one of several specially designed capillary tubes by
means of a vacuum.
• Kinematic Viscosity – is the quotient of the absolute or dynamic viscosity divided by
the density, both at the same temperature. For liquid asphalts, the kinematic
viscosity may be measured with a gravity-flow viscometer.

• Penetration – the penetration of a bituminous substance may be defined as the

distance to which a standard needle penetrates the material under known
conditions of time, loading, and temperature. This test is used for evaluating the
consistency of asphaltic materials. The standard penetration test procedure
involves use of the standard needle under a load of 100 g for a 5 sec at a
temperature of 77°F (25°C).
SOFTENING POINT (RING-AND-BALL METHOD)

• Softening point – is used to determine the penetration index and, in

conjunction with penetration and loading time, can be used to estimate
viscoelastic properties of both asphalt and a paving mixture. The
method can also be used to advantage to predict high temperature
shear resistance of the paving mixture. The softening point test is used
as the basic measurement of consistency for grading air-blown
asphalts.
DESIGN SPEED

Objectives:
• To be able to select a design speed appropriate to assure that road users can
travel their desired speeds for the specific facility.

Design speed – Typically ranges from 15 to 75 mph (20 to 120km/hr), and the
intermediate values are chosen in increments of 5mph (10km/hr). A constant
design speed should be used in the design of a highway of substantial length
to assure consistency of roadway features. Changes in terrain or other
conditions dictate a change in design speed, such change should be made over
a sufficient distance to permit drivers to change speed gradually.
FACTORS THAT DETERMINE THE SELECTION OF DESIGN SPEED:

• The character of the terrain

• The density and character of adjacent land uses
• The traffic volumes expected to use the highway
• Costs of right-of-way and construction
• Aesthetic Considerations
• The functional classification of the highway
• The economic and environmental considerations
4 TYPES OF HIGHWAYS

• Arterial - Focus primarily on mobility with an emphasis on providing high-

speed, uninterrupted flow. Long-distance trips are most practical on arterials
• Collector- Have blended objective of mobility and access. It facilitates both
travel between local roads and arterials by collecting traffic and distributing
it to local roads or higher mobility arterials.
• Local – Provide direct connectivity to business, residences, and other land
uses. Local streets can be designed to provide access while minimizing
speeds.
• Freeway – are the highest functional classification of highways and carry a
significant portion of traffic volumes, based on lane-miles of road
CROSS-SECTION ELEMENTS

Objectives:
• To be able to learn about Roadway design and its components
• To be able to learn about Roadside design

Cross-Section Elements – provide the details needed to connect the

roadway features with the existing elevations on the natural ground and
are essential for estimating earthwork quantities necessary for
construction cost estimates.
ROADWAY DESIGN COMPONENTS:

1. Number of lanes
2. Passing lanes
3. Parking lanes
• 4. Median treatment
• 5. Bicycle and pedestrian facilities
• 6. Curb and gutter
 ROADSIDE DESIGN

• Roadside design – emphasizes a premise that the roadside environment

should be forgiving for errant vehicles. Cost effectiveness is an important
consideration for efficiently implementing roadside safety features.
Functional categories:
• Operating speeds
• Traffic volumes
• Available right of way
• Terrain
• Barriers – can be a useful tool for shielding errant motorists from
roadside hazards. It is intended to contain and redirect a vehicle
without exerting excessive forces on occupants.
• Clear Zone – is an important feature of the roadside environment that
improves a driver’s ability to control and recover their errant vehicle. It
is an area adjacent to the edge of pavement that is traversable and
unobstructed and varies in width depending on the design speed,
slope, and risk of collision.
• Drainage Channels – are typically offset and parallel to the roadway
and collect storm-water runoff from the roadway and roadside regions
for delivery to appropriate drainage systems. They should be designed
in a matter that does not present a hazard to motorists.
 ROAD SHOULDER

• A road shoulder is an emergency stopping lane by the verge of a road or motorway, It

also can be enhanced to serve as a functional space for bicyclists and pedestrians to
travel in the absence of other facilities with more separation.
Purpose:
• The purpose of building a shoulder is that in the event of an emergency or breakdown, a
motorist can pull into the shoulder to get out of the flow of traffic and obtain a greater
degree of safety.
Materials
• Shoulders are often composed of earth as it comes from the surrounding area; from
graded materials and from graded materials stabilized or held together with a binding
agent such as a bituminous material, calcium chloride or cement.
 OTHER USES OF SHOULDER:
• Emergency vehicles such as ambulances, fire trucks & police cars may use the shoulder to bypass
traffic congestion.
• Active traffic management, used on busy multi-lane roads, may allow 'hard shoulder running' by
general traffic at reduced speeds during periods of high traffic volumes.
• Paved shoulders provide additional space should a motorist need to take evasive action (such as
avoiding a wrong-way driver) or need to recover control of their vehicle before a run-off-road collision
occurs.
• In some rural areas without sidewalks, pedestrians and cyclists may be allowed to walk or ride on the
shoulders.
• Paved shoulders move water away from the roadway before it can infiltrate into the road's subbase,
increasing the life expectancy of the road surface.
• When semi-truck drivers need sleep and there are no available parking spaces at truck stops and rest
areas, either because there are no such facilities nearby or because all semi-truck parking spaces are
filled to capacity, drivers may pull over to the highway shoulder and sleep in their truck cabin.
DPWH DO: SUPPLEMENTAL GUIDELINES ON
SHOULDER PAVING ALONG NATIONAL ROADS
1. Road widening shall not be allowed if shoulder cannot be provided.
2. For existing widened road without shoulder and practically occupying the entire road
right-of-way, the following temporary safety measures shall be provided while additional
right-of-way is not yet acquired to provide shoulders:
a) The widened outside lane shall not be used as a regular traveled way. It shall be
utilized by pedestrians as walkway and by the motorists as shoulder.
Galvanized bollard posts shall be installed to separate and clearly define the walkway
from the shoulder and to delineate/restrict access of vehicles into the pedestrian
walkway provided with appropriate informative (Shared Use Lane) and warning (No
Overtaking) signs to be placed in advance (30m-100m in urban areas and 75-225m in
rural areas) to maximize usage and ensure safe operations.

b) Width of shared use of the outside lane shall be as shown in Figure 3.

3. Shoulder shall have a minimum width of 1.50 meters. However, for extreme
cases in
mountainous terrain or in areas involving right-of-way constraints, shoulder of
at
least 0.60m wide should be continuously provided.
4. Advanced warning sign shall be provided before the approach of a narrow
bridge or
narrow portion of a widened road. It shall be placed in advance at not less than
30m
or more than 100m in urban areas, and not less than 75m or more than 225m
in
rural areas.
 DPWH SPECS ON SHOULDER ROADS:
(ON DEPARTMENT ORDER NO 40 SERIES OF 2012 PUBLISHED BY DPWH)

• In view hereof, in order to standardize the design and location of shoulder paving along
national roads and to ensure road traffic safety for both the motorists and pedestrians, the
following guidelines are hereby prescribed:
1. Paving of shoulder shall have a minimum width of 1.50 meters. For existing shoulder
having a width equivalent to one (1) full lane (3.05 meters or greater), the improvement
shall be considered as road widening designed as part of carriageway and should be
provided with shoulder or sidewalk.
2. The surfacing of shoulder shall be either 230 mm thick concrete or 75 mm thick asphalt
for arterial national roads and 150 mm thick concrete or 50 mm thick asphalt for
secondary national roads. To provide proper delineation and to clearly distinguish the
shoulder from the carriageway, edge line pavement markings should be applied.
 CUT OR FILL SLOPE

• What is Cut or Fill?

Cut or fill is the name for the earthworks
process that requires moving earth from
one place to another to make the
ground more level.
• THE OBJECTIVES OF ROUTINE ROAD CUTS AND FILLS are

1) to create space for the road template and driving surface

2) to balance material between the cut and fill
3) to remain stable over time
4) to not be a source of sediment; and
5) to minimize long-term costs. Landslides and failed road cuts and
fills can be a major source of sediment, they can close the road or
require major repairs, and they can greatly increase road maintenance
costs
TYPES OF CUT:

There are at least two types of cut, sidehill cut and through cut.
• Sidehill cut permits passage of a transportation route alongside of, or
around a hill, where the slope is transverse to the roadway or the
railway.
• Through cuts, where the adjacent grade is higher on both sides of the
route, require removal of material from the area since it cannot be
dumped alongside the route.
SIDEHILL CUT
THROUGH CUT
 CROSS SLOPE

• A straight highway segment is designed with a normal crown for the

purpose of providing sufficient drainage of water off the surface of the
highway.
• Cross slope, cross fall or camber is a geometric feature of pavement
surfaces: the transverse slope with respect to the horizon. It is a very
important safety factor. Cross slope is provided to provide a drainage
gradient so that water will run off the surface to a drainage system
such as a street gutter or ditch. .
PURPOSE OF CAMBER OR CROSS SLOPE

• To remove the rain water from the pavement surface as quickly as

possible.
• To prevent entry of water into the bituminous pavement layers.
• To make the pavement surface attractive.
 HIGHWAY MEDIAN

• A portion of a divided highway separating the traveled way for traffic in

the opposing direction,
• Provides freedom from the interference of opposing traffic, a recover
area for out-of-control vehicles, a stopping area in case of emergencies,
room for speed changes and storage of left- and U-turning vehicles and
for less headlight glare, and space for additional future lanes.
PURPOSES OF ROAD MEDIANS

• To avoid from accidents.

• Place provided for the pedestrians to pass the road.
• To install lighting system.
• To install traffic signs and traffic signals.
• It provides to avoid from glare of lights from the opposite traffic.
• Sometimes in rural areas, we can park on medians in case of
emergency.
TYPES OF ROAD MEDIANS

• Traversible - The medians on which vehicles can move in case of emergency

are called as traversible road medians. The recommended width of traversible
median By NHA Pakistan is 7m.
• Barrier - The median on which vehicles cannot approach is known as barrier
median. It is made up of concrete or steel.
• Detering - Artificial median which may be removed in case of any emergency
is known as detering median. For example to caught thief or any robber, this
median may be removed and police can catch the thief easily.
• Detering median may be traversible or barrier.
 TRAFFIC ISLAND

• A traffic island is a solid or painted object in a road that channels traffic. It can also
be a narrow strip of island between roads that intersect at an acute angle. If the
island uses road markings only, without physical obstructions, it is called a painted
island.
• Traffic islands can be used to reduce the speed of cars driving through,[1] or to
provide a central refuge to pedestrians crossing the road.
• When traffic islands are longer, they are instead called traffic medians, a strip in the
middle of a road, serving the divider function over a much longer distance.
CLASSIFICATION OF TRAFFIC ISLANDS

• Channelizing Island: These go by the name and functions like a

channelizer which provides direction to the vehicles. The most
prominent use of this type is at the turning points, these allow smooth
and easy turning of traffic and prevents interference with the other
straight moving vehicles. These are also found where the roads
converge or diverge as they helps in reducing conflict points and allow
easy merging and diverging of traffic. 
CLASSIFICATION OF TRAFFIC ISLANDS

• Divisional Island: These are used along the roads. These are
elongated structures which can be considered as median or divider but
used for the traffic moving in the same direction. These also provide
slip roads which are meant to bypass the traffic signal for straight
moving vehicles. These are not meant to aid turning but helps in
orderly movement of vehicles and might form a part of channelizing
island which further assist in reducing conflict points. 
CLASSIFICATION OF TRAFFIC ISLANDS

• Refuge Island: These are large in size and are meant for pedestrians
rather than the vehicles. These are provided to serve as a safe zones
for walkers. These are raised structures large enough for a person or a
group of people to stand. These can be located on a mid section of a
road at point of pedestrian crossing as these provide a safe and raised
surface where driver can see them and remain alert.
OUTLINE

• The Grade Line

• Right of Way
• Road Alignment
• Widening of Pavement on Horizontal Curve
THE GRADE LINE

• is a line or slope used as a longitudinal

reference for a railroad or highway
• Inclinations with the horizontal of a road,
railroad, etc., usually expressed by stating the
vertical rise or fall as a percentage of the
horizontal distance; slope
FIGURE
 CONTINUATION

• One factor that significantly influences the selection

of a highway location is the terrain the land, which in
turn affects the laying of the grade line
• The primary factor that the designer considers on
laying the grade line is the amount of earthwork that
will be necessary for the selected grade line
 CONTINUATION

• The height of the grade line is usually

dictated by expected floodwater level
• Grade lines should also be set such that
the minimum sight distance
requirements are obtained
 MAXIMUM GRADE

•is determined by a table, with

up to 6% allowed in
mountainous areas and hilly
urban areas.
TABLE 10.1: EFFECT OF GRADE ON VEHICLE
TYPE
 PROFILE GRADE LINE

• is a single line, straight or curved, along

the length of the highway, sometimes but
not always on the center of the highway
• It is usually the centerline and elevation
to which the roadway is to be built
 GRADE SEPARATION

• is the process of aligning a junction of

two or more transport axes at different
heights (grades) so that they will not
disrupt the traffic flow on other transit
routes when they cross each other
 CONTINUATION

• The composition of such transport axes does

not have to be uniform; it can consist of a
mixture of roads, footpaths, railways, canals,
or airport runways. Bridges, tunnels, or a
combination of both can be built at a junction
to achieve the needed grade separation
 HYDRAULIC GRADE LINE

• The surface or profile of water flowing in an

open channel or a pipe flowing partially full. If
a pipe is under pressure, the hydraulic
grade line is that level water would rise to
in a small, vertical tube connected to the pipe
 RIGHT OF WAY

• is a strip of land that is granted, through an easement

or other mechanism, for transportation purposes, such
as for a trail, driveway, rail line or highway.
• A right of way is reserved for the purposes of
maintenance or expansion of existing services with the
right of way. In the case of an easement, it may revert
to its original owners if the facility is abandoned
THREE CATEGORIES
 CATEGORY A

• “A grade separated” or “exclusive”

• It is fully controlled R/W without grade
crossings or any legal access by other
vehicles. In some ways, this category
resembles a freeway system
CONTINUATION
 CATEGORY B

• Includes R/W types that are longitudinally

physically separated from other traffic, but with
grade crossing for vehicles and pedestrians,
including regular street intersections.
• A light-rail system that crosses a few streets at
the surface falls into this category
CONTINUATION
 CATEGORY C

•Surface streets with mixed

traffic. Most bus systems and
streetcar system fall into this
category
CONTINUATION
GEOMETRIC DESIGN OF ROADS

• is the branch of highway engineering concerned with

the positioning of the physical elements of the
roadway according to standards and constraints
• The basic objectives in geometric design are to
optimize efficiency and safety while minimizing cost
and environmental damage
 CONTINUATION

• Geometric design also affects an emerging fifth objective

called "livability," which is defined as designing roads to
foster broader community goals, including providing
access to employment, schools, businesses and
residences, accommodate a range of travel modes such as
walking, bicycling, transit, and automobiles, and
minimizing fuel use, emissions and environmental damage
THREE MAIN PARTS OF GEOMETRIC ROADWAY
DESIGN

•Alignment
•Profile
•Cross section
ALIGNMENT

•is the route of the road,

defined as a series of
horizontal tangents and
curves
PROFILE

•is the vertical aspect of the

road, including crest and sag
curves, and the straight grade
lines connecting them
CROSS SECTION

• shows the position and number of vehicle and

bicycle lanes and sidewalks, along with their
cross slope or banking. Cross sections also
show drainage features, pavement structure
and other items outside the category of
geometric design
 ROAD ALIGNMENT

• is the position occupied by the center line of a

road in plan. The center line of the road is
marked before its actual construction. The cost
of construction, maintenance safety and ease in
travel depends upon its alignment. Therefore,
a road alignment should be selected carefully
FACTORS TO CONSIDER IN ALIGNING THE
ROAD
• It should be consistent
• An abrupt change from flat to sharp curve and long
tangents followed by sharp curve should be avoided
because it will only create hazard and invite accident
• designing circular curves of different radius from end to
end or compounded curved is not a good practice, unless
suitable transitions between them are provided
 CONTINUATION

• To have a short tangent between two

curves is also poor practice
• Alignment should be provided with
tangent because there are drivers who
hesitate to pass on curves
 BASIC PRINCIPLES OF ROAD ALIGNMENT

• The alignment of the road should be as short

as possible to provide economy in the cost of
construction
• The alignment should be as straight as possible
which ensure higher speed to the traffic and
lower cost of construction
 CONTINUATION

• The alignment should be easy for

construction, maintenance and traffic
operation
• The alignment should cross the railway lines
and other roads and bridges at right angles
 CONTINUATION

• It should cross the rivers, canals or streams

etc., at place where its width is minimum
• The alignment serves maximum population
by connecting intermediate important towns
and group of villages
 CONTINUATION

• The alignment should pass through

regions of natural beauty and scenery
• The alignment should be such that is
crosses the minimum number of bridges,
crossing culverts and embankment places
 CONTINUATION

•  It should provide smooth curves and

easy gradient.
•  It should be such that minimum
earthworks in embankment or cutting
is done
 CONTINUATION

• The alignment should provide good

sight distance
• It should be free from obstruction like
ponds, lakes, wells, monumental
buildings and historical buildings etc
 CONTINUATION

• The alignment should run through such places

where materials of road construction and labor
are easily available
• As far as possible it should run on good soil
having good bearing capacity to bear the loads
of traffic safely without any damage to the road
 CONTINUATION

• The alignment should not run through much

costly and cultivated land. It should also avoid
forests
• The alignment should not have uneasy zig-zags
in the way which reduces the speed of the
traffic and increases accident possibility
 CONTINUATION

• The alignment should not have lengthy

straight routes to avoid monotony. Hence
after certain length of straight routes (say
5km) of a road, a slight bend should be
provided to break the monotony and to keep
the drives alert
WIDENING OF PAVEMENT ON HORIZONTAL CURVE
THE PAVEMENT IS EXTRA WIDENED ON THE HORIZONTAL
CURVES DUE TO THE FOLLOWING REASONS:
 
• The wheel base of the vehicles is rigid and therefore
while taking the turn, only front wheel are able to
change direction. Path traveled by the front will be
different wand will be at certain distance outwards
from the path traced by the inner wheel. This can be
understood with the help of the diagram and image
shown
DIAGRAM
 CONTINUATION

• There is a tendency of the driver to take the

outer path at the curves to have more sight
distance visible ahead
• While overtaking operations on horizontal
curves driver will need more spacing from
the other vehicles to feel safer
 CONTINUATION

• Widening of the pavement on the horizontal curves is governed by the

following factors:
• (a) Length of the wheel base
• (b) Radius of the curve negotiated, R
• (c) Psychological factor which depends upon the velocity of the vehicle
and the Radius of the curve.
•  In general, extra width is provided on the horizontal curves when the
radius is less than 300 m
EXTRA WIDENING = MECHANICAL WIDENING + PSYCHOLOGICAL WIDENING
 

The figure given above shows the IRC recommended values of

the extra width for the curves of different radius
 FORMULA

• We = Wm + Wps
•            We = nl^2/ 2R + V/ [9.5R^(1/2)]
• Here, n = number of traffic lanes
•            l = Length of the wheel base
•            V= Design speed in kmph
•            R = Radius of the horizontal curve in m
 REFERENCES

•  https://www.thepassionateseeker.com/basic-principles-of-road-alignment/
• https://www.slideshare.net/njornor/designing-the-highway-2
• https://www.google.com/search?q=Maximum+grade+table+highway+engine
ering&tbm=isch&source=iu&ictx=1&fir=nJOY49FtGk7OUM%253A%252Cb2hV9r
3iCviMhM%252C_&vet=1&usg=AI4_-kS8DXxJ1C-014mSIvcKA-Gm7sFNRg&sa=X&v
ed=2ahUKEwj1rbmrx5bjAhVaFogKHfp_BLQQ9QEwBHoECAUQDA#imgrc=nJOY49FtG
k7OUM
:
• https://www.google.com/ search?tbm=isch&sa
=1&ei=snkbXfrNM4-_wAPs8KLADA&q= Grade+Line&oq=Grade+Line&gs_l
=img.3..0l4j0i5i30l6.12484.14492..15232...0.0..0.658.3136.0j3j3j0j3j1......0.
...1..gws-wiz-img.......0i67.ZTHtVIMWw3c#imgrc=9EUhOAiOWd6FLM
:
• http://transportationengineering2012onwards.blogspot.com/2013/08/widening-of
OBJECTIVES

• 1. Know the difference/s between intersection and

interchange

• 2. Site some examples of intersections and interchanges in

Philippines/World.

• 3. Identify freeway entrance and exit.

INTERSECTION

• Intersection also commonly known as crossroad is any place where

two or more than two roads intersect or meet each other at grade.
(that is to say, on the same level)

• Intersections may be classified by number of road segments, traffic

controls, and/or lane design.
ROAD SEGMENTS

• One way to classify intersections is by the number of road

segments (arms) that are involved
ROAD SEGMENTS

• A three-way intersection is a junction between three road

segments (arms):

• Examples: T-junction, Y-junction

T-JUNCTIONS

• T-junctions are the most basic of intersections where one

road meets another at right angles (or close to a right
angle). They are less complex than crossroads. T
intersections work well in low and medium volumes of
traffic but can be difficult to emerge from when turning
right if traffic is heavy
T-JUNCTIONS
Y-JUNCTION

• A Y-junction is one in which three approaches intersect at nearly equal

angles.

• Y intersection is one of the intersection traffic signs. There is a three-

way intersection up ahead on the road, with all roads being of equal
size and importance
Y-JUNCTION
 FOUR-WAY INTERSECTION

• A four-way intersection, or crossroads, usually involves a crossing

over of two streets or roads. In areas where there are blocks and in
some other cases, the crossing streets or roads are perpendicular to
each other. However, two roads may cross at a different angle. In a few
cases, the junction of two road segments may be offset from each
when reaching an intersection, even though both ends may be
considered the same street.
FOUR-WAY INTERSECTION
5-WAY INTERSECTIONS

• 5-way intersections are less common but still exist, especially in

urban areas with non-rectangular blocks.

• Example. Little Five Points

5-WAY INTERSECTIONS
6-WAY INTERSECTIONS

• 6-way intersections usually involve a crossing of three streets at one

junction; for example, a crossing of two perpendicular streets and a
diagonal street is a rather common type of 6-way intersection.
FORK INTERSECTION

• A fork is a type of intersection. When a road splits, the main road

steers to the left or right, depending on what side you drive on, and the
smaller road heads straight. It is common for 2 lanes roads. Heading
toward the main road, the traveller must turn left or right.
FORK INTERSECTION
TRAFFIC CONTROLS

• Another way of classifying intersections is by traffic control technology.

• Uncontrolled intersections
• Yield-controlled intersections
• Stop-controlled
• Signal-controlled
UNCONTROLLED INTERSECTIONS

• An uncontrolled intersection is a road intersection where no traffic

lights, road markings or signs are used to indicate the right-of-way.
They are found in either residential neighborhoods or in rural areas.
While the intersection itself is unmarked, warning signs or lights may
be present to alert drivers to it.
YIELD/STOP-CONTROLLED
INTERSECTIONS
• Yield-controlled intersections may or may not have specific "YIELD"
signs (known as "GIVE WAY" signs in some countries).

• Stop-controlled intersections have one or more "STOP" signs. Two-

way stops are common, while some countries also employ four-way
stops.
SIGNAL-CONTROLLED

• Signal-controlled intersections depend on traffic signals, usually

electric, which indicate which traffic is allowed to proceed at any
particular time.
LANE DESIGN

• A traffic circle is a type of intersection at which traffic streams are

directed around a circle. Types of traffic circles include roundabouts,
'mini-roundabouts', 'rotaries', "STOP"-controlled circles, and signal-
controlled circles. Some people consider roundabouts to be a distinct
type of intersection from traffic circles (with the distinction based on
certain differences in size and engineering).

• A box junction can be added to an intersection, generally prohibiting

entry to the intersection unless the exit is clear.
TRAFFIC CIRCLE

• A roundabout (also called a traffic circle, road circle, rotary, rotunda

or island) is a type of circular intersection or junction in which road
traffic is permitted to flow in one direction around a central island, and
priority is typically given to traffic already in the junction.
ROUNDABOUT

• A roundabout (also called a traffic circle, road circle, rotary, rotunda

or island) is a type of circular intersection or junction in which road
traffic is permitted to flow in one direction around a central island, and
priority is typically given to traffic already in the junction.
ROUNDABOUT

• Modern roundabouts observe various design rules to increase safety.

Compared to stop signs, traffic signals, and earlier forms of
roundabouts, modern roundabouts reduce the likelihood and severity of
collisions greatly by reducing traffic speeds and minimizing T-bone and
head-on collisions. Variations on the basic concept include integration
with tram and/or train lines, two-way flow, higher speeds and many
others.
ROUNDABOUT
ROUNDABOUT

• The Welcome Rotonda (Filipino: Mabuhay Rotonda) is a roundabout in

Quezon City in the Philippines. It is located a few meters from Quezon
City's border with Manila, at the intersection of E. Rodriguez, Sr.
Boulevard, Mayon Avenue, Quezon Avenue, Nicanor Ramirez Street,
and España Boulevard. It may also refer to the monument situated on
its central island.
• Golden Sarok Rotonda, also known as Rotunda Sarok, Golden Sarok
Shrine, or simply Sarok is a roundabout structure at the junction of
Toting Reyes Street, Osmeña Avenue, Jaime Cardinal Sin Ave. (formerly
Quezon Avenue) and Desposorio Maagma Sr. Street also known as
Crossing Banga and New Washington in Kalibo, Aklan, Philippines. It
serves as a prominent landmark to main business area of Kalibo.
• Burgos Circle, also known as Padre Burgos Circle, is a traffic circle
within the Bonifacio Global City in Taguig, Metro Manila in the
Philippines. Developed as part of the Forbes Town Center mixed-use
development developed by the Megaworld Corporation and named
after martyr José Burgos of Gomburza, it serves as the intersection
between Forbestown Road, 1st Avenue, 2nd Avenue and 29th Street.
CARMEL, INDIANA
BARCELONA , SPAIN
BOX- JUNCTION

• A box junction is a road traffic control measure designed to prevent

congestion and gridlock at junctions. The surface of the junction is
typically marked with a criss-cross grid of diagonal painted lines (or
only two lines crossing each other in the box), and vehicles may not
enter the area so marked unless their exit from the junction is clear, or
they are intending to turn right and are prevented from doing so by
oncoming traffic, or other vehicles on the box waiting to turn right.
BOX- JUNCTION
• Intersections at grade can be eliminated by the use of
grade-separation structures that permit the cross flow
of traffic at different levels without interruption. The
advantage of such separation is the freedom from cross
interference with the resultant saving of time and increase
in safety for traffic movements.
 INTERCHANGE

• An interchange is a grade separation in which vehicles moving in one

direction of flow may transfer to another direction by the use of
connecting roadways. These connecting roadways at interchanges are
called ramps.
 INTERCHANGE

• In the field of road transport, an interchange is a road junction

that uses grade separation, and typically one or more ramps,
to permit traffic on at least one highway to pass through the
junction without interruption from other crossing traffic
streams.
CLOVERLEAF INTERCHANGE

• A cloverleaf interchange is typically a two-level, four-way

interchange where all turns across opposing traffic are handled
by non-directional loop ramps.
CLOVERLEAF INTERCHANGE
BALINTAWAK INTERCHANGE

• The Balintawak Interchange, also known as the Balintawak

Cloverleaf, is a two-level cloverleaf interchange in Quezon City, Metro
Manila, Philippines which serves as the junction between Epifanio de
los Santos Avenue (EDSA) and the North Luzon Expressway (NLEx).
Opened in 1968 as part of the initial 37-kilometer (23 mi) NLEx
segment between Quezon City and Guiguinto, Bulacan, it was one of
the first projects of the Construction and Development Corporation of
the Philippines, now the Philippine National Construction Corporation
(PNCC).
BALINTAWAK INTERCHANGE
SMART CONNECT INTERCHANGE
STACK INTERCHANGE

• A stack interchange is a four-way interchange whereby a semi-

directional left turn and a directional right turn are both available.
Usually access to both turns is provided simultaneously by a single
offramp.
• Stacks are significantly more expensive than other four-way
interchanges, due to the design of the four levels.
STACK INTERCHANGE
ORTIGAS INTERCHANGE
ORTIGAS INTERCHANGE

• The Ortigas Interchange, also known as the EDSA–Ortigas

Interchange or the Ortigas Flyover, is a three-level partial stack
interchange at the boundary between Mandaluyong and Quezon City in
Metro Manila, the Philippines which serves as the junction between
Epifanio de los Santos Avenue (EDSA) and Ortigas Avenue. Originally a
regular four-way intersection, the current interchange was built in 1991
as the flagship infrastructure project of President Corazon Aquino.
TURBINE INTERCHANGE

• Another alternative to the four-level stack interchange is the turbine

interchange (also known as a whirlpool). The turbine/whirlpool
interchange requires fewer levels (usually two or three) while retaining
semi-directional ramps throughout, and has its left-turning ramps
sweep around the center of the interchange in a spiral pattern in right-
hand traffic.

• Turbine interchanges offer slightly less vehicle capacity because the

ramps typically turn more often and change height more quickly. They
also require more land to construct than the typical four-level stack
interchange.
TURBINE INTERCHANGE
MAGALLANES INTERCHANGE
I-85/485 INTERCHANGE OF NC
I-85/485 INTERCHANGE OF NC

• The project consists of the design and construction of the interchange

of Interstate 85 and Interstate 485 (Charlotte Outer Eastern Loop). The
widening of I-85 and I-485 was needed to accommodate the new
interchange configuration and to match the improvements taking place
in the adjacent projects. Improvements were also needed along
existing I-485 and in secondary Y-lines.
ONE-QUADRANT INTERCHANGE
DIRECTIONAL INTERCHANGE
TRUMPET INTERCHANGE
CIRCUMFERENTIAL ROAD 5–KALAYAAN AVENUE
INTERCHANGE
CIRCUMFERENTIAL ROAD 5–KALAYAAN AVENUE
INTERCHANGE

• The Circumferential Road 5–Kalayaan Avenue Interchange, also known

as the C-5–Kalayaan Interchange, is a road interchange in Makati, Metro
Manila, the Philippines. Originally a regular four-way intersection
between Circumferential Road 5 (C-5) and Kalayaan Avenue, it was
fitted in 2009 with the country's first elevated U-turn slots, built in an
attempt to speed up traffic along the C-5 corridor.
CIRCUMFERENTIAL ROAD 5–ORTIGAS
AVENUE INTERCHANGE
FREEWAY

• A road designed for safe, high-speed operation of motor vehicles

through the elimination of at-grade intersections, usually divided and
having at least two lanes in each direction; a dual carriageway with no
at-grade crossings, a motorway.
FREEWAY ENTRANCE AND EXIT
FREEWAY ENTRANCE AND EXIT