THE POLICY ON HIGHWAY GEOMETRIC DESIGN IN COLOMBIA

John J. Posada, Carlos A. González and Viviana Farbiarz 

1 

THE POLICY ON HIGHWAY GEOMETRIC DESIGN IN 

COLOMBIA 

John Jairo Posada Henao 

Associate Professor, Universidad Nacional de Colombia Sede Medellín, Colombia 

jjposada@unal.edu.co 

Carlos Alberto González Calderón 

Assistant Professor, Universidad de Antioquia - Colombia 

Ph.D. Student - Transportation Engineering - Rensselaer Polytechnic Institute – USA 

gonzac4@rpi.edu 

Viviana Farbiarz Castro 

Assistant Consultant, Steer Davies Gleave - Bogotá, Colombia 

viviana.farbiarzcastro@sdgworld.net 

Total words: 3779 + 10*(250) = 6279 

ABSTRACT 

This paper is aimed at gaining a better understanding of Highway Geometric Design policy in 

Colombia in the latest 10 years. It provides an overview of significant recent developments in 

highway geometric design policy, practice and standards in this South American country. 

Colombia has a poor highway infrastructure and has challenge in highway design; the 

country has a topography that represents complexity for road design and construction. 

In Colombia, the design of highways have been done using “Manual de Diseño 

Geométrico para Carreteras”, published by Instituto Nacional de Vías of Colombia’s Ministry of 

Transportation on 1998, now there is a new version available since march 2009. All of these 

standards are based on several international standards, considering consultant’s experiences and 

the academics. 

The goal in this work is to show the main aspects considered in these standards, the poor 

aspects observed by the application for academics and consultants; and in comparison with the 

US’ policies (A policy on geometric design of highways and streets, by AASHTO) and the 

experience for the authors, show aspects that are good, those to improve, and other that must be 

included to achieve a complete reference document to help roads design in Colombia.


2 

1. COLOMBIAN STANDARDS FOR GEOMETRIC DESIGN OF HIGHWAYS 

A manual on highway geometric design should establish the criteria and the correct procedure to 

create a proper design that satisfies the needs of the roadway users. Some of the most important 

aspects to consider are listed below: 

• Safety of roadway users. 

• Proper level of service. 

• Economic efficiency for the users of the roadway system. 

• Economic efficiency in construction and maintenance costs. 

• Aesthetics and landscaping factors. 

• Environmental friendliness in the design. 

Regulations of highway geometric design have existed in Colombia since early 1970. This were 

defined for the national territory by government agencies, first by the Ministry of Public Works 

(1970) and latter by the Ministry of Transportation (1998 and 2008). The covers for each of the 

issued regulations are shown in FIGURE 1. The latest version was issued by the Ministry of 

Transportation in 2009 and is applicable starting March of the same year. 

Applicable since 1970 Applicable since 1998 Applicable since 2009 

FIGURE 1 Covers of Issued Regulations for Highway Geometric Design in Colombia, from 1970 to 2008. 

Additionally, local governments create standards that regulate roads within their 

jurisdiction. For example, FIGURE 2 illustrates the standards created by the government of 

Antioquia in 1986, which specifies the standards for highway geometric design within the region 

of Antioquia in Medellin, Colombia.


3 

FIGURE 2 Cover for Issued Standards for Highway Geometric Design for Antioquia – Colombia. 

2. CONCEPTS AND CONTENTS OF COLOMBIAN STANDARDS FOR HIGHWAY 

GEOMETRIC DESIGN 

The standards previously mentioned have been adapted from standards of other countries, 

particularly the United States. This has occurred mainly due to the scarce research that has been 

developed in the field of highway design in Colombia. A description of standards issued is 

presented in the following sections. 

2.1 Colombian Standard for Highway Geometric Design of 1970 

These standards are usually referred to as “Criterio geométrico para diseño de carreteras”. This 

specify that the guidelines presented are economically efficient within the limitations required by 

the estimated Annual Daily Traffic (ADT), the topography, and the requirements established by 

safety parameters that need to be provided to the users. These criteria were based on the 

estimated volume and capacity provided by the Highway Capacity Manual of 1965. The standard 

is a key element to ensure the quality of the project during the life cycle it will endure. 

The standard was created to satisfy the need to standardize and regulate the design 

practice. The development of the guidelines highlight the importance of the planning process, the 

return of investment, the reduction of accidents and the need to supply the changing demand. 

The normative uses traffic and topography as the main inputs. These establish the foundation for 

the classification of the proposed highway, defining a classification index to implement the basic 

design parameters. The parameters are defined for the highway horizontal design, the vertical 

design or profile, and the design of cross-section. These elements are design to warrant safety, 

comfort, esthetics, and the harmony between the different factors that need to be taken into 

account.


4 

The objective of the standard is to define a speed that ensures the economic efficiency of 

the operational costs, especially considering the effect that heavy vehicle have on this costs. The 

content of the standard is as follows: 

Chapter 1. Introduction 

Chapter 2. Controls and Design Criteria 

Chapter 3. Elements of Design 

Chapter 4. Cross-Section Elements of Highways 

Moreover, the standard accounts for bicyclists where there is a volume of 500 bicyclist 

and 2000 vehicles, and during the peak hour. Similarly, the use of circulation lanes for heavy 

vehicles (climbing lanes) is considered whenever the longitudinal slopes requires it, and the 

traffic volume is larger than 1000 vehicles per day. 

Furthermore, limitation for spiral transition and super-elevation are specified. The 

standard establishes 10% for the maximum super-elevation in cross-sections, and requires the 

use of transition curves is optional. Recommendations are made to use the spiral curve of Euler, 

in order to account for a better and smoother transition. The design of intersections is not part of 

the standards created. 

The Colombian standard establishes the minimum values to be considered for the 

different parameters, and explains each of the criteria employed in the development of these 

parameters. The minimum values are summarized in FIGURE 3 and FIGURE 4 presented below. 

FIGURE 3 Minimum requirements for highway geometric design – Standard of 1970.


5 

FIGURE 4 Minimum requirements for highway improvements – Standard of 1970. 


The National Institute of Highways (Instituto Nacional de Vías) is a branch of the Ministry of 

Transportation, which is in charge of the creation of policies related to roadway infrastructure 

and the transportation network. This agency supplies the standards and regulations for highway 

geometric design according to the changes in the demand and the number of vehicles. This was 

created to provide practitioners with an everyday guide that can be used in the design practice. 

In the last couple of years the quality of the standards has had to increase due to the 

global changes in the number and type of vehicles. Changes in horsepower, speed and comfort 

have imposed the need of better roads prepared through the design. Additionally, the growing 

need of more sustainable roads that ensure safety and account for environmental factors have 

also increased the requirements for new roads to come. 

On the other hand, the understanding of the human behavior has increased from 1970 to 

the date. This has made several countries to adjust the standards to account for human factors. 

The document, usually referred as “Manual de diseño geométrico para carreteras” was 

published in 1998. This standard regulates all highways within the Colombian country. The 

objectives of the standard are defined as follows: 

• Unify the design process 

• Provide the users of the system with a safe and comfortable environment that is also 

functional, integral, efficient, esthetic, and environmentally friendly.


6 

The standard establishes the complete design process, from the conception of the project 

to the practice and procedure that need to be followed. Additionally, the standard defines and 

classifies highways and projects to ensure a proper treatment in the design process. A complete 

chapter is dedicated to the planning of the highway project. 

The design process is considered the most important element of the highway project. This 

establishes the factors that define the final configuration for the design, maximizing the 

fundamental objectives. These are functionality, safety, comfort, aesthetics, economic efficiency, 

and environmental friendliness. 

The factors can be grouped in external or previously existing factors, and internals. The 

external factors are related with the topography, geologic and geotechnical considerations, traffic 

volume for the base and future year, environmental factors, climate and hydrology parameters, 

existing and new urban development and land use, and the socioeconomic parameters of the 

affected region. All this information is basic and previous at the beginning of the geometric 

design. Therefore, early efforts have to be made to compile and extract all the necessary data, in 

order to perform further analysis and establish the parameters that will define the final selected 

design. The internal factors consider the target speed for the final selected design. This is done 

by considering the operational issues that would encounter one geometric layout in comparison 

with another specially when considering the safety and the sustainability of the highway. 

This document compiles the standard and regulations needed to design a highway project. 

The different chapters contain the general design criteria, and the requirements needed for the 

horizontal and vertical alignment, the cross-sectional elements, and the other elements that need 

to be considered. The standard ensures the integration of these parts. Additional chapters provide 

the criteria for the application and design of intersections, bridge structures, tunnels, intersection 

with urban and suburban areas, landscaping and elements of highway quality. Some topics that 

are related to the design are not included, such as: overpasses, braking ramps, lane changing 

lanes, safety barriers, bicycle roads, among others. 

Several classifications are presented in the manual; however, most of the guidelines are 

defined for two-way highways. The definition of parameters for multi-lane roads, intersections 

and urban roads are only approach in a superficial manner. The following chapters describe the 

content of the Colombian standard of 1998: 

• Presentation 

• Prologue 

• Introduction 

• Philosophy 

• Procedure 

• Chapter 1. Highways 

• Chapter 2. Planning 

• Chapter 3. Design Criteria 

• Chapter 4. Quality in Highway Geometric Design 

• Chapter 5. Technical Information


7 

Some chapters approach intersection design, and special lanes for heavy vehicles and 

bicycles. However, this is not described in too much detail given the limitations. 

The Colombian standard uses speed as the primary parameter to consider in the design. In 

the last couple of years the main change has been in the adopted speed. The standard of 1998 

required the use of specific speed rather than the traditional design speed, in order to establish 

the turning radii, superelevation and sight distance for the vehicle maneuvers. 

The design speeds regulate the different speed ranges along the highway. When designing 

with different specific speeds, the safety and comfort will be maintain throughout each element 

in the highway. For example, establishing the superelevation of a curve with the specific speed 

rather than the design speed, will maintain a lower value. Even if the design speed continues 

being a basic parameters, interesting insights can be gathered through the selection and 

application process, this can be obtain using the drivers behavior and providing a speed that 

satisfies the user needs. Taking into account that users assume different speed with the type of 

roadway that their using, and according to the topographic parameters, and urban environment, 

different design speeds can be assumed. TABLE 1 presents a set of speeds that can be provided 

to accommodate the users to a more “realistic” speed that is also safe and comfortable. 

TABLE 1 Design Speeds according to roadway type and topography – Colombian Standard 1998 

Moreover, to ensure the proper circulation of vehicles and the stability along the curves, a 

turning radius is provided with a super-elevation on the outer side of the curve. The 

superelevation is used to warrant the safety operation of the horizontal curves. This is done to 

oppose the centrifuge force that tends to unbalance the vehicle and force it out of the roadway. 

The superelevation overcomes this force inclining the cross-section of the pavement to ensure 

the proper friction between the tires and the pavement. For the Colombian standard a maximum 

superelevation of 8% is provided for speeds inferior or equal to 70km/h (turning radius of 170m), 

and it gradually changes its value as the speed and turning radius increase. 

TABLE 2 presents the values adopted by the standard for the specification of the 

superelevation and the design speed.


8 

TABLE 2 Minimum turning radius – Colombian standard 1998 

For the horizontal alignment, transition curves should be provided. The standard recommends the 

use of Euler’s Spiral, also known as arc of radius, which objective is to smooth the 

discontinuities of the curve and the superelevation to improve safety and comfort. This technique 

allows to avoid the abrupt change of the radial acceleration, enabling appropriate distances that 

provide a better operation of the curve. 

Furthermore, the appropriate classification of roads is needed to ensure the transition of 

different highway speeds. An appropriate distance is needed to ensure that the characteristics of 

each section of the highway are perceived by the user. The norm establishes that a minimum of 

2km distances should be provided for the perception process to be accomplished. Here, the driver 

familiarizes with the new section and the environment that surrounds the road. This ensures a 

progressive transition of speeds that follow the pre-specified design speed. This will also allow a 

smoother transition between speeds. For this, the standard also regulates a maximum speed 

change of 20 km/h between two different highway sections. 

The Colombian standard also ensures that the professional opinions are taken into 

account. This specifies that the results of the described procedures should not overrule the 

professional judgment made by the practitioner. The procedure should only serve as a source of 

information that creates the preliminary foundation of the design. 


The standards defined for 2008, usually referred as “Manual de Diseño Geométrico de 

Carreteras”. This was officially adopted as a technical standard for projects in the national 

roadway network in March of 2009. This was done under the order 0744 of the Ministry of 

Transportation.


9 

The 2008 manual was adjusted using the standards developed by AASHTO in 2004. This 

is intended to summarize in a coherent manner the criteria adopted for highway geometric design 

in the recent years. This is done by establishing parameters that warrant the consistency of the 

elements, unifying the design procedure and documentation needed to develop a highway 

project, according to their type and level of detail. 

The criteria described in the manual correspond to the systematization of the experiences 

gathered from Colombia and other nations, expressed in data gathered through the years. Under 

no circumstances this is intended as an academic material that replaces the application of 

knowledge in the field. In some particular cases it may not be possible to perform the prespecified 

values; engineering judgment will have to be made by the responsible of the project. 

Changes that don’t affect the safety and comfort of the users, and do not present any exceeding 

resources will be accepted. 

For this manual, the primary element to be considered is the consistency of the geometric 

design. This is an important criterion, given that none of the previously issued manuals 

accounted for consistency in the design. This ensures a safe speed between designs that warrant 

the safety of the users. 

The content of this standard is described by the following chapters: 

• Chapter 1. General Aspects 

• Chapter 2. Controls for Geometric Design. 

• Chapter 3. Horizontal Alignment of Highway Axis. 

• Chapter 4. Vertical Alignment of Highway Axis. 

• Chapter 5. Cross-Section Design of Highway 

• Chapter 6. Overpasses and Underpasses 

• Chapter 7. Geometric Design of Special Cases 

• Chapter 8. Consistency along the Highway Geometric Design. 

• Chapter 9. Assuring Quality of Design 

• Glossary 

Similar to the 1998 standards, this standard guides the designer in the selection of the 

design speed according to the roadway category and the type of topography or surface. As it can 

be seen in TABLE 3; is possible to identify the differences established among the ranges in 

TABLES 2 and 3. 

This standard allows the design of the horizontal curve by matching the radius that better 

fits the topography, assigning the correct super-elevation without modifying the specific speed, 

which was assign for consistency. This way the conditions can be improved for the user without 

affecting the consistency of the design. The same super-elevation of 8% is maintained for 

primary and secondary roadways, as was in the previous manual of 1998. For the third degree 

roads a maximum super-elevation of 6% is specified to facilitate the transition between short 

segments in the horizontal alignment. This case is typical in mountain roads that have short 

segments due to high slopes. The friction factors have been modified and are specified in the 

table below (see TABLE 4).


10 

TABLE 3 Design Speed according to type of highway and surface – Colombian Standards 2008 

TABLE 4 Friction factors for cross-sections 

Velocidad (km/h) 30 40 50 60 70 80 90 100 110 120 130 

Manual 1998 0,180 0,172 0,164 0,157 0,149 0,141 0,133 0,126 0,118 0,110 0,100 

Manual 2008 0,280 0,230 0,190 0,170 0,150 0,140 0,130 0,120 0,110 0,090 0,080 

The minimum radius is estimated according to the specified friction factors, these are associated 

with the different design speeds. The values are shown in TABLE 5 and TABLE 6 for primary 

and secondary roads, and third degree roads, respectively. 

TABLE 5 Minimum turning radius for 8% super-elevation (primary and secondary roads) – Colombian 

standards 2008 

TABLE 6 Minimum turning radius for 6% super-elevation (third degree roads) – Colombian standards 2008


11 

As defined in the former manual of 1998, the development of the super-elevation should 

only be done in the tangent prior to the curve. Only under exceptional circumstances, the 

standard allows between 20% and 40% to be developed within the curves. However, in this 

edition (2008), at least in the third part of the curve the super-elevation is required; this provides 

an additional safety factor for the users. 

Additionally, this manual contains software called “Curvas” (Curves). This allows the 

mathematical calculation of the different types of horizontal curves and the linkages with the 

tangents and vertical curves. Some example models are presented to illustrate and guide the 

practitioner through the design. 

Throughout the standard, the concept of section design in maintained. However, the 

length of the sections has been modified and updated. To establish homogeneity between 

sections and establish their design speed, the following criteria should be considered: 

• The minimum length of each section of highway with a specified design speed should be 

greater tan 3Km for speeds between 20 and 50 km/h, and 4km for speed between 60 and 

110 Km/h. 

• The difference of speed between sections should not exceed 20km/h. 

However, if a distance is needed that is shorter than the specified; a speed difference of 

less than 10 km/h should be specified. 

Other requirements of speed ensure that the specific speed of any homogeny section 

should be equal or less than the design speed of the section. Additionally, the sections should 

never be more tan 20km/h of difference of speed. 

The perception-reaction time is of 2.5 seconds, which is greater than the time considered 

by the 1998 standard, which was 2.0 seconds. This provides an additional safety feature for the 

users. 

Some differences are also present in this manual in comparison with previous issues. In 

this version of the standard the vertical alignment is better defined. The evolution of the slope is 

done by considering the median slope and the maximum slope of the tangent, while in previous 

versions only the maximum slope was considered. This defines the critical length of the tangent. 

The cross-section now includes an analysis of the additional width provided whenever the design 

vehicle is a truck type of vehicle. The minimum width defined for the lane was increased to 6 

meters. Some other geometric widths were modified to adjust the development of new vehicle 

sizes, particularly trucks. The specification of intersections still has very little attention in this 

manual, and the practitioners are referred to foreign manual to approach the design of this 

element whenever an urban highway is being designed. 

3. CONCLUSIONS AND RECOMMENDATIONS 

In the last 40 years there have been three design standards developed in Colombia, from 

the first issued in 1970. These documents have had reasons for their existence and application.


12 

Several improvements have been observed and executed, ensuring better quality in the design 

process that increases the safety of the users. 

Some differences were observed when comparing different issues. The standard of 1970 

presents an appropriate summary of the requirements for geometric design of highways. 

However, in the following issues (1998 and 2008) no summary is presented. Each manual 

considered safety as the primary design objective; later specify the design parameters for each of 

the elements. However, some of these considerations are not the same for different issues. In the 

1970 standard the traffic volume is considered for the definition of the design speed. On the 

other hand, posterior issues (1998 and 2008) consider the topography and type of highway to 

define the design speed. Therefore, some measures should be taken in order to ensure the 

consistency between issues, following the changes of technological advances gathered through 

the years. 

A common feature between standards is the use of foreign resources. All of the 

Colombian standard issues have been supported by standards developed in other countries. This 

needs to be improved through the creation of research projects that resemble the characteristics 

of the region, considering several of the elements, such as: friction factors, design vehicles, 

topography, among others. This will enhance the understanding of the design, and will provide 

better fit layouts for future projects. 

The development of research projects will improve the standards of geometric design in 

Colombia. This will benefit society by providing more comfortable and safe roads. This has been 

previously proven in the creation of the “Manual de Capacidad y Niveles de servicio para 

Carreteras de dos carriles”, which gives the guidelines to evaluate the capacity and level of 

service for two lane roads. This manual set Colombia as one of the only countries that developed 

their own methodology for the evaluation of those parameters for this type of road infrastructure. 

A similar manual is being created for multi-lane roads. Therefore, the development of new 

standards through research will promote the better design practices adjusted to the regional 

issues that define the Colombia’s roadway network. 

6. REFERENCES 

• American Association of State Highway and Transportation – AASHTO - (2004). A 

Policy on Geometric Design of Highways and Streets, USA. 

• Ministerio de Obras Públicas. (1970). Criterio Geométrico para Diseño de Carreteras, 

Colombia. 

• Ministerio de Transporte. (1998). Manual de Diseño Geométrico para Carreteras, 

Colombia. 

• Ministerio de Transporte. (2008). Manual de diseño Geométrico de Carreteras, Colombia. 

• Ministerio de Transporte. (2009). Resolución 0744, Colombia.

THE POLICY ON HIGHWAY GEOMETRIC DESIGN IN COLOMBIA

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?