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Chapter 14 Design Criteria

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Chapter 14 Design Criteria Preparatory Survey for Road Network Development Project in Conflict-Affected Areas in Mindanao Final Report Chapter 14 Design Criteria 14.1 Design Concept In order to achieve the objectives of the project, the roads, bridges and other structures shall be designed in consideration of providing a high grade road as a national highway which would facilitate: • Smoother commodity flow, • more active economic activities, • improve accessibilities and linkage to other regions The preliminary design of the road, bridges, and other structures will be executed mainly in accordance with “Design Guideline, Criteria and Standards published by the Department of Public Works and Highway (DPWH-DGCS)” and Japanese standard will be applied to the design as a supplement. The proposed functional classifications of Sub-Projects and the road network in the study area are shown in Figure 14.2.1-1. Source: JICA Study Team Figure 14.2.1-1 Proposed Functional Classification of Sub-Projects 14-1 Preparatory Survey for Road Network Development Project in Conflict-Affected Areas in Mindanao Final Report 14.2 Geometric Design Standards The following standard is basically applied for this project. • Design Guidelines, Criteria & Standards Volume 4 Highway Design 2015, BoD, DPWH Also, the following standards are referred to: • A Policy on Geometric Design of Highways and Streets, AASHTO 2011, 6th Edition • Japan Road Association, Road Structure Ordinance, 2015 14.2.1 National Road Classification for Each Sub-Projects The classification, located area and terrain for Sub-Projects are listed in Table 14.2.1-1. Table 14.2.1-1 Sub-Projects List Sub-Project Sub-Project Name Road Classification Located Area No. No.1 Matanog-Barita-Aramada-Libungan Road Tertiary Rural No.2 Parang-Balabagan Road Secondary Rural No.5 Maganoy-Lebak Road Secondary Rural No.6 Tapian-Lebak Coastal Road Secondary Rural No.7 Marawi City Ring Road Secondary Rural No.8 Parang East Diversion Road Secondary Rural No.9 Manuangan-Parang Road Tertiary Rural Source: JICA Study Team 14.2.2 Road Design Criteria for Sub-Projects (1) Applied Design Criteria in relation with Road Classification The highway design standard of DPWH in the Philippines basically defines the standard in accordance with traffic volume. However, a National Tertiary Road is not indicated in Highway Design Standard of DPWH. On the other hand, an Expressway is treated as one of functional classification. In AASHTO, an expressway (a freeway) is not a functional class in itself but is normally classified as a principal arterial. In reference with the former highway design standard of DPWH, it is recommended to apply the road classification under the Feasibility Study as follows: ADT Range ◆ National Primary Road More than 2,000 ◆ National Secondary Road 1,000 – 2,000 ◆ National Tertiary Road 400 – 1,000 (2) Design Target Year for Number of Lanes In a practical sense, the design volume should be a value that can be estimated with reasonable accuracy and it is believed the maximum design period is in the range of 15 to 24 years. Therefore, a period of 20 years is widely used as a basis for design year from planning stage. Traffic cannot usually be forecast accurately beyond this period on a specific facility. For the Sub-Projects, the design year for number of lanes is proposed as Year 2035. 14-2 Preparatory Survey for Road Network Development Project in Conflict-Affected Areas in Mindanao Final Report (3) Geometric Design Criteria for Sub-Projects The proposed design criteria in Feasibility Study are tabulated in Table 14.2.2-1. For the same reason as above, this proposal basically corresponds to the following; Design Standard of DPWH ◆ National Primary Road Desirable, Primary ◆ National Secondary Road Minimum, Primary ◆ National Tertiary Road Minimum, Secondary Table 14.2.2-1 Summary of Geometric Design Standard for Sub-Projects National National National Road Classification Reference Tertiary Secondary Primary Average Dailly Traffic (ADT) 400-1,000 1,000-2,000 More than 2,000 Table 3-1 Design Speed (km/h) Frat Topography 70 80 95 Table 3-1 Rolling Topography 60 60 80 Table 3-1 Mountainous Topography 40 50 60 Table 3-1 Min. Horizontal Radhius (m) Frat Topography 160 220 320 Table 3-1 Rolling Topography 120 120 220 Table 3-1 Mountainous Topography 50 80 120 Table 3-1 Max. Horizontal Radius for Use of a Spiral Curve Transition (m) Frat Topography 290 379 592 Table 3-24 Rolling Topography 213 213 379 Table 3-24 Mountainous Topography 95 148 213 Table 3-24 Max. Vertical Grade (%) Frat Topography 5.0 4.0 3.0 Table 3-1 Rolling Topography 6.0 5.0 5.0 Table 3-1 Mountainous Topography 8.0 7.0 6.0 Table 3-1 Min. Crest Vertical Curve Based on SSD (K-value) Frat Topography 17 26 52 Table 3-35 Rolling Topography 11 11 26 Table 3-35 Mountainous Topography 4 7 11 Table 3-35 Min. Vertical Curve on Sag (K-value) Frat Topography 23 30 45 Table 3-36 Rolling Topography 18 18 30 Table 3-36 Mountainous Topography 9 13 18 Table 3-36 Typical Cross Section (m) Cross-fall for Pavement (%) 1.50 1.50 1.50 Table 3-44 Cross-fall for Shoulder (%) 3.00 3.00 3.00 Table 3-44 Carriageway Width (m) 3.35 3.35 3.35 D.O. 22, 2011 Shoulder Width (m) 1.50 2.50 3.00 Table 3-1 Right of Way Width (m) 30 30 30 Table 3-1 Superelevation (%) 6.0 (max) 6.0 (max) 6.0 (max) Proposed Non Passin (Stopping) Sight Distance (m) Frat Topography 90 115 150 Table 3-1 14-3 Preparatory Survey for Road Network Development Project in Conflict-Affected Areas in Mindanao Final Report Rolling Topography 70 70 115 Table 3-1 Mountainous Topography 40 60 70 Table 3-1 Passing Sight Distance (m) Frat Topography 490 560 645 Table 3-1 Rolling Topography 420 420 560 Table 3-1 Mountainous Topography 270 360 420 Table 3-1 Surface Surface Type Portland Cement Concrete Note: *: Some is proposed. Reference is based on DPWH DGCS Volume 4, 2015, if no indication. Source: JICA Study Team (4) Maximum Superelevation The Sub-Project roads not only strengthen the highway network, but also contribute to the enhancement of agro-fishery business. The trucks for this business in ARMM are generally old and over-loaded. When such trucks stop on the curve with high superelevation, it may roll over. Also, for slow-moving vehicles such as agriculture vehicles, pedestrian and bicyclists, high superelevation is uncomfortable, dangerous and may cause accidents. Where there is a tendency to drive slowly, it is a common practice to utilize a lower maximum rate of superelevation, usually 4 to 6 %. The terrain of the Sub-Project areas is mountainous. Therefore, the maximum superelevation is recommended to apply 6.0 %. (5) Superelevation Rates When the maximum value of superelevation is applied 6 %, the superelevation rates are shown in the following table: Table 14.2.2-2 Minimum Radii for Design Superelevation Rates, Design Speeds and emax = 6 % Design 20 30 40 50 60 70 80 90 100 110 120 130 Speed (kph) NC 194 421 738 1,050 1,440 1,910 2,360 2,880 3,510 4,060 4,770 5,240 RC 138 299 525 750 1,030 1,380 1,710 2,090 2,560 2,970 3,510 3,880 2.2 122 265 465 668 9,191 1,230 1,530 1,880 2,300 2,670 3,160 3,500 2.4 109 236 415 599 825 1,110 1,380 1,700 2,080 2,420 2,870 3,190 2.6 97 212 372 540 746 1,000 1,260 1,540 1,890 2,210 2,630 2,930 2.8 87 190 334 488 676 910 1,150 1,410 1,730 2,020 2,420 2,700 3.0 78 170 300 443 615 831 1,050 1,290 1,590 1,870 2,240 2,510 3.2 70 152 269 402 561 761 959 1,190 1,470 1,730 2,080 2,330 3.4 61 133 239 364 511 698 882 1,100 1,360 1,600 1,940 2,180 3.6 51 113 206 329 465 640 813 1,020 1,260 1,490 1,810 2,050 3.8 42 96 177 294 422 586 749 939 1,170 1,390 1,700 1,930 4.0 36 82 155 261 380 535 690 870 1,090 1,300 1,590 1,820 4.2 31 72 136 234 343 488 635 806 1,010 1,220 1,500 1,720 4.4 27 63 121 210 311 446 584 746 938 1,140 1,410 1,630 4.6 24 56 108 190 283 408 538 692 873 1,070 1,330 1,540 14-4 Preparatory Survey for Road Network Development Project in Conflict-Affected Areas in Mindanao Final Report 4.8 21 50 97 172 258 374 496 641 812 997 1,260 1,470 5.0 19 45 88 156 235 343 457 594 755 933 1,190 1,400 5.2 17 40 79 142 214 315 421 549 701 871 1,120 1,330 5.4 15 36 71 128 195 287 386 506 648 810 1,060 1,260 5.6 13 32 63 115 176 260 351 463 594 747 980 1,190 5.8 11 28 56 102 156 232 315 416 537 679 900 1,110 6.0 8 21 43 79 123 184 252 336 437 560 756 951 Source: Design Guidelines, Criteria & Standards Volume 4 Highway Design 2015, BoD, DPWH (6) Traveled-Way Widening on Horizontal Curves According to the equation in AASHTO, Proposed travelled-way widening on horizontal curves are listed in the following table: Table 14.2.2-3 Summary of Geometric Design Standard for Sub-Projects No.
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