3 Highway Median

(2-9) Highway
Median
 The median strip or central reservation is
the reserved area that separates
opposing lanes of traffic on divided
roadways, such as divided highways,
dual carriageways, freeways, and
motorways.
Recently, median in various forms, become
absolute requirements for highways
because, it offers the following advantages:
1. It is an effective means of reducing
headlight glares, conflicts, and
accidents between opposing streams of
traffic.
2. The Median offers refuge between
opposing traffic stream of crossing
traffic, and pedestrian could traverse
each stream at separate maneuvers.
3. Median provides available space for left
turn lanes.
4. It makes turning of vehicles a 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 meter
median or wider is preferred because it
allows the use of independent profiles
and at the same time minimizes cross
over accidents.
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 partitions – separation
of opposite traffic control device.
10. The width of a traversable median
should be wide enough to prevent
vehicles running out of control from
reaching the opposite traffic.
11. The 15 to 24 meter distance between
landed edges is favored, but specific
value is not stipulated.
12. Cross slope of the median should not be

greater than 6:1 but preferably 10:1
Cross slope, cross fall or camber is a
geometric feature of pavement surfaces
13. Dense planting of rose hedges serves as
safety crash barriers.
For Narrow Median, there are four means of
reducing cross median accidents.
1. Provide deterring devices

2. Provide non-traversable energy
absorbing barriers
3. Provide non-traversable rigid barriers
4. Provide G.M. barriers.
1. Deterring Devices
Two sets of double strip painted on the

existing pavement, raised diagonal bars, low
curbing and shallow ditches.
2. Non-traversable Energy Absorbing
Devices
The line chain link fence 1.00 meter high supported
by steel post augmented by cables at the bottom
and midpoint.
3. Non-traversable rigid barriers are metal
guard rails,
4. G.M. Barriers
A high non-mountain sloped face concrete

barrier called New Jersey. It is cast or extruded in
place or precast in section and set in position
by crane.
(2-10) The Grade Line
Grade line is defined as the longitudinal profile of
the highway as a measure how the centerline of
the highway rises and fall.
The grade line appears on a profile 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 the earthwork is minimal and

consistently meeting sight distance 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 balanced minimum
overall cost.
3. In flat area, the grade line is set almost
parallel to the ground surface but sufficiently
above the ground for drainage purposes.
4. Undesirable native soil should be provided

with sufficient covering.
5. Grade line elevations along the river or

stream, is governed by the expected level of
flood water.
(2-11) Vertical Curve Over
Crest
All vertical curves should not be shorter than the
established minimum over crest. This is governed
by the sight distance requirements but
sometimes a case of riding , may demand longer
curves than the sight distance.
Some designers prefer no vertical curve to be
shorter than 300 meters. AASHTO (American
Association of State Highway and Transportation
Officials) suggested that the minimum curve
length varies with the design speed in meter
distance equals to 8 times the velocity in kilometer
per hour
The vertical distance from the intersection of the
straight grade line to the curve is equal to one-
eight (1/8) of the product of the algebraic
difference in grades and the length of the curve
in stations.
This is called the Maximum Correction.
Maximum correction = (1/8)∑ (g% - Lc) @stations

The rate at which the curve departs vertically
from both tangent grade line is proportional to
the square of the horizontal distance from the
end of the curve. The correction at any
intermediate point is obtained by:
1. Multiplying the maximum correction by the

square of the horizontal distance between the
near end of the curve and the point.
2. Divide this product by the square of one half
the length of the curve.
(2-12) Right of Way
Acquisition of land for the right of way is very
costly.
Based on experience from the past, highway

agencies now consider it a good practice to
acquire right of way wide enough to sufficiently
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 traffic and land use are to be opened, it
must be served by service roads originally
planned as part of the 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.
(2-13) Stopping Sight
Distance
The stopping sight distance is defined as the
longest distance that a driver could see the top of
an object 15 centimeters (6”) above the road
surface where the design height of the driver’s
eye above the pavement is 105 centimeters
(1.05m)
Stopping Distance is Made Up of Two Elements
1. The distance traveled after the obstruction or
object is seen and before the driver applies the
brakes.
2. The second distance is consumed while the
driver applies brakes for the vehicle to stop.

The distance covered could be expressed by the
following formula, assuming the surface is flat:
where:
d – braking distance
v – initial speed, in meter per second
g – acceleration of gravity (9.8 m/s2)
f – coefficient of friction between the
tire and pavement

If the car is travelling uphill, the braking distance
is decreased, and for downhill, braking distance is
increased.
The braking distance on slope is expressed by the
following formula:
where:
G – Longitudinal slope of the roadway or %
(Grade/100)
Uphill grade is positive (+)

Downhill grade is negative (-)
(2-14) The Passing Sight
Distance
The passing sight distance is the longest distance
that a driver can see the top of an oncoming
vehicle where the driver’s eye level is 1.05 meters
above the pavement surface.

The relationship between the passing sight
distance, the algebraic difference in grades, and
the length of vertical curve is represented by the
following equations:
; where S is greater than L

; where S is less than L
L – length required of vertical curve

S – specified sight distance
A – algebraic difference in grades expressed
in percent

The design of two lane highway of passing over
crests is generally only on flat grades because the
longer vertical curves are required to provide
passing sight than stopping sight distance.
v – speed (meter per second)

Rm – radius in meter
Se – Super elevation (slope ratio)
rise per second
The maximum coefficient of side friction on dry
pavement as determined by curve tests range
between 0.4 and 0.5 value with normal pavement
and smooth tires is about 0.35 and 0.75
kilometers per hour.
(2-15) 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 only create hazard and
invite accident.
Similarly, designing circular curve of different
radius from end to end or compounded curve is
not a good practice, unless suitable transitions
between them are provided.
To have a short tangent between two curves is
also a poor practice.
A long flat curve is acceptable at all times. It is
pleasing to look at, with less probability of future
obsolescence.
Alignment should be provided with tangent
because there are drivers who hesitate to pass on
curves. A short curve appears like kinks. A long
flat curve is preferred for small changes in
direction
(2-16) Circular Curves
A vehicle traveling in curved road is subject to
centrifugal force. This force is balanced by equal
and opposite forces developed through 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 a 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.

Metric System English System

The degree of curve is expressed either by the
Arc definitions or the Chord definitions.
Arc Definition – the degree of curve is the central

angle subtended by a 30 meters arc of the curve.
Chord Definition – the degree of curve is the
central angle subtended by 50 meters chord.

Metric System Metric System

The maximum allowed super elevation rate
before was 0.12 but now it is 0.10 except on low
volume gravel roads. The policy on Geometric
Design recommend that:
1. For design speed of 50 kilometers per hour,

the normal cross slope is 1˚-21’ or even flatter
curves
2. For a 120 kilometers per hour 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.

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(2-9) Highway

6. The Policy on Geometric Design states

9. Curved median with 1.20 to 1.80 meters

12. Cross slope of the median should not be

1. Provide deterring devices

Two sets of double strip painted on the

A high non-mountain sloped face concrete

1. Where the earthwork is minimal and

2. In mountainous areas, the grade line must be

4. Undesirable native soil should be provided

5. Grade line elevations along the river or

This is called the Maximum Correction.

Maximum correction = (1/8)∑ (g% - Lc) @stations

1. Multiplying the maximum correction by the

Based on experience from the past, highway

Uphill grade is positive (+)

; where S is greater than L

L – length required of vertical curve

v – speed (meter per second)

However, neither the side friction on the super

Metric System English System

Arc Definition – the degree of curve is the central

Metric System Metric System

1. For design speed of 50 kilometers per hour,

In each of this solution, the total side friction is

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