Chapter 5

Cross Section Elements

5.1. Introduction
The provision of adequate space for all road users includes vehicles, cyclists, pedicabs and
pedestrians as well as other features such as shoulders, drainage, sidewalks, cut or fill slopes and
clearances to the edge of the right of way. The general cross section standards are detailed in Table 16.1,
Design Standards for Philippine National Highways.
To assure consistency, the terms roadway and travelled way are defined by AASHTO as follows:

Roadway
-

The portion of a highway, including shoulders, for vehicular use. A divided highway has two or
more roadways (see Exhibits 4-1 and 4-2).
Travelled way
-

The portion of the roadway for the movement of vehicles, exclusive of shoulders (see Exhibits
4-1 and 4-2).

5.2. Traffic Lanes

As indicated in Table 16.1, the basic lane width appropriate for national roads is 3.35 m. On lower
trafficked roads, the lane width can be reduced. For a single lane road traffic the lane width is 4.0 m. For
a two lane national road the minimum width is 2 x 3.35 m lanes (total 6.7 m). As the traffic volume
increases, so the need for extra width is justified. This width can increase up to a maximum of 3.65 m.
Where warranted and where road space is available, an additional lane can be provided to improve
safety of slow or vulnerable road users such as cyclists or pedicabs.

5.3. Highway Median

A median is the portion of a highway separating opposing directions of the traveled way. Medians
are highly desirable on arterials carrying four or more lanes. Median width is expressed as the dimension
between the edges of traveled way and includes the left shoulders, if any.

The principal functions of a median

1. To separate opposing traffic,
2. To provide a recovery area for out- of-control vehicles,
3. To provide a stopping area in case of emergencies,
4. To allow space for speed changes and storage of left-turning and U-turning vehicles,
5. It minimizes headlight glare, and
6. To provide width for future lanes.
7. It offers an open green space,
8. It may provide a refuge area for pedestrians crossing the street,

For maximum efficiency, a median should be highly visible both night and day and should contrast
with the traveled way. Medians may be depressed, raised, or flush with the traveled way surface. Where
space and cost permit, wide median is highly recommended. For rural sections of freeway, an 18.00 m to
27.00 m wide median is being adopted. As per policy on Geometric Design, a 3.00 m to 9.00 m wide
median width is appropriate in suburban or mountainous situations. For rural and urban arterials, a
median of 18.00 m or wider is preferred because it allows the use of independent profiles and at the same
time minimizes cross over accidents.

5.4. Cross Slope

Undivided traveled ways on tangents, or on flat curves, have a crown or high point in the middle and
a cross slope downward toward both edges. The downward cross slope may be a plane or rounded section
or a combination. With plane cross slopes, there is a cross slope break at the crown line and a uniform
slope on each side. Rounded cross sections usually are parabolic, with a slightly rounded surface at the
crown line and increasing cross slope toward the edge of the traveled way.

On divided highways each one-way traveled way may be crowned separately as on two-lane highways, or
it may have a unidirectional cross slope across the entire width of the traveled way, which is almost
always downward to the outer edge.

For a high type pavement, the crown or slope is often 1% to 2%.

For paved shoulder cross slope ranges from 3% to 6% although 4% is the most common.

For gravel shoulder 4% to 6% slope is satisfactory and 8% slope is effective drainage for turf
(grass) surfaces

A cross section with each roadway crowned separately, as shown in Exhibit 4-3A through Exhibit
4-3C, has an advantage in rapidly draining the pavement during rainstorms.

Disadvantages are that more inlets and underground drainage lines are needed, and treatment of
intersections is more difficult because of the number of high and low points on the cross section.

Roadways with unidirectional cross slopes, as shown in Exhibit 4-3D through Exhibit 4-3G, tend
to provide more comfort to drivers when they change lanes and may either drain away from or
toward the median.

5.5. Shoulders

Road shoulder or verge is defined as that portion of the roadway between the edge of the traffic
lane and the edge of the ditch, gutters, curb or side slope.
The shoulder width is generally selected according to the traffic volume and standards are detailed in
Table 16.1. On curved alignments, it is advisable to consider the paving of the outside curve shoulder
width. This will minimize the possibility of a vehicle that strays off the traffic lane from loosing control
due to poor traction on a gravelled shoulder. The widening of traffic lanes on curved alignments is also
advisable.

The importance of road shoulders

1. Road shoulder serves as a place for vehicles to stop when disabled, or for some other purposes.
2. The road capacity is decreased and accident opportunity increases if the shoulder is too narrow or
omitted in the design.
3. Shoulders should be continuous along the full length of the roadway.
4. Shoulder increases the horizontal sight distance on curves.
For roads with less than 1,000 ADT, a shoulder is provided but generally not paved. A general
exception might be at locations of sharper than normal curves when the outside shoulder of a curve may
be paved. Sharp vertical curvature may warrant pavement widening and shoulder paving to provide
sufficient width for maneuvering traffic.
Paving of the shoulder is desirable for roads carrying over 1,000 ADT.