iz Republic of the Philippines DEPARTMENT OF PUBLIC WORKS AND HIGHWAYS Highway Safety Design Standards Part 1: Road Safety Design Manual May 2012Republic of the Philippines DEPARTMENT OF PUBLIC WORKS AND HIGHWAYS, OFFICE OF THE SECRETARY Manila ¥4 MESSAGE The delivery of quality and safer roads is a formidable challenge to the Department of Public Works and Highways. It takes a whole community to accomplish this goal. Over the years, statistics on road crashes and accidents have increased tremendously involving not only the motorists but also the pedestrians as victims. Time has come that we have to take a closer look into the factors causing these road-related deaths and injuries, We have taken the first step — the assessmentof 3,130.00 kilometers of national roads. We have thousands of kilometers ofnational roads more to assess and correspondingly, we shall implement their systematic safety upgrading. And for local roads, we enjoin ‘our partners in the Local Government to do their part so that the country's total road network shall comply with safety standards. To address the engineering aspect, the DPWH has prepared the DPWH Highway Safety Design Standards Manual aimed at esiablishing and maintaining standardized ‘safe road design principles and standards for roads in the Philippines. |, therefore, enjoin every road builder, both in the public and private sectors, to comply with the safety design principles laid out in this Manual — in terms of road pianning, roadworks project management and traffic management. Also, in partnership with other stakeholders and in addition to engineering, we shall endeavor to execute the education and enforcement aspects of road safety. Let us then work together for quality and safer roads — dedicated to saving lives. ROGELIO L’. SINGSON SecretaryFOREWORD ‘This Road Safety Design Manual is issued by the Department of Public Works and Highways (DPWH) to establish and maintain standardized safe road design principles and standards for roads in the Philippines. The manual is part of the DPWH Highway Safety Design Standards Manual as follows: Part 1: Road Safety Design Manual Part 2: Road Signs and Pavement Markings Manual ‘This Road Safety Design Manual has been developed as part of the Road Infrastructure Safety Project with the assistance of DPWH staff from the Bureau of Design and the Road Safety Section, Project Evaluation Division of the Planning Service. ‘This manual is to be used in conjunction with the DPWH Highway Design Guidelines. ‘The manual includes standards and guidance for safety planning, safety design and for road safety risk assessment. The manual is to be used as a primary reference for the planning, design and management of National Highways and local roads. To maximize safety, it is essential to maintain a consistent standard for road and intersection design. In the interests of uniformity, Local Government Units, project managers and consultants are requested to apply the principles in this manual to provide appropriate standards for intersections and lengths of roadway in the Philippines. The principles contained in this manual should also be used in the training of DPWH steff involved in road planning, design, road works project management and traffic menagement. ‘The manual includes safety design principles based on best international practice applicable to the Philippines settings. Specific areas of design where changes in past practice are expected to lead to significant safety improvements include: * Choice of intersection type and layout This is particularly related to the design and use of roundabouts and the type of channelization to reduce potential conflicts and the severity of traffic accidents (includes evoiding se of ‘Y junctions and ‘T junctions with triangular islands); = Safety of the roadside. This includes the definition of a ‘clear zone’ for a forgiving roadside and the use of certified median and roadside barriers as well as the use of frangible lighting poles; and * Safety of unprotected road users such as pedestrians and cyclists, When the design principles in this manual are used in conjunction with the DPWH Highway Design Guidelines, roads and intersections wil be to 2 design that maximizes road safety.References: AASHTO - A Policy on Geometric Design of Highways and Streets, 2001. AASHTO - Roadside Design Guide, 2002. U.S. Highway Capacity Manual VicRoads — Road Design Guidelines AUSTROADS — Rural Road Design: A Guide to the Geometric Design of Rural Roads, 2003. AUSTROADS - Urban Road Design: A Guide to the Geometric Design of Major Urban Roads, 2002 AUSTROADS —Guide to Traffic Engineering Practice, Part 5: Intersections at Grade. AUSTROADS —Guide to Traffic Engineering Practice, Part 6: Roundabouts.Table of Contents MESSAGE OF THE SECRETARY... FOREWORD ‘SAFETY PLANNING. "1 1 INTRODUCTION oe 22 1.1. Background. 2 2” Lano Use ND ZONING 3 21 Principles in Land Use Planning and Zoning. 4 2.2. Traffic Planning for Different Land Uses. 5 221 Residental Areas. 5 222 Industial Aroas 8 223 Commercial / Retail Arcee, 8 22.4 _ Recroational/Tourism Areas. 7 3 ROAD HIERARCHY occ nn i) 3.1 Primary Arterials (Expressways, National Roads). 10 3.2 Secondary Arterlals (Provincial Roacs).... 1 3.3 Collector Roads (Municipal/ City Roads). 2 3.4 Access Roads (Local Roads). a 3 3.5 Pedestrianized Areas/Routes... 15 4. ROUTE PLANINING THROUGH EXISTING COMMUNITIES, 7 5 DEVELOPMENT CONTROL / ENCROACHMENT 19 8 Access Cowra. 20 7 TRAFFIC IMPACT ASSESGMENT (TIA) . 21 8 ROAD DESIGN PARAMETERS. 23 8.1 Speed Management....ccucscsnsnnnasininnsnennmnininnnrinicnessnin 28 8.1.1 Design Speed. 23 81.2 Speed impications 23 8.1.3 Current Speed Limits. “3 8.1.4 Speed Restricion Signs 28 ais Poor Road Standards 28 82 ROAM Capacity nn 83 Traffic Forecasts 9 PUBLIC TRANSPORT. 9.1. Public Transport Operations. 9.2 Lay-bys, Bus Stops and Service Roads 10 VULNERABLE ROAD Users 11.1 Parking Near intersections 11.2 Angle Parking... 11.3 Parking Adjacent To ‘Barrer Lines. 12 LIGHTING... : SAFETY DESIGN. 13 INTRODUCTION... 18.1 Background... 13.2 Safe Design Principles. 14 ROAD SURFACE... 15 _ ROAD ALIGNMENT CONSDERATIONS. 181 Introduction . 152 Some Physical Problems.16 ROAD ALIGNMENT GEOMETRY, 164 Cone Mal ernrsvennnnen 16.2 Design Standards 16.3 _ Sight Distance... 163.1 Introduction 1692 Sight Distance Elements 16.33 Driver Eye Height / Object Height. 1634 Stopping Sight Distance (SSD). 164 Horizontal Geometty.... 1641 Circular Curve Alignmert. 1642 —— Spialand Circular Curve Alignment 1643 —_ Superelevetion Development 165 Vertical Geometry... 1651 Grades. 1652 Vertical Curves 17__CROSSSECTION 17.1 Introduction 17.2 Traffic Lanes. 17.3 Shoulders. BeSSSSsssIss 17.4 Curb and Gutter 76 17.5 — Drainage... 77 12.6 Pedestrian Facilites on Rural Roads... 78 17.7 _ Overtaking Provision (Auxifary Lanes) ...-.e00enrnneonensnn roves 7B 1771 Overtaking Lenes: 20 17.72 Climbing Lanes. 82 1773 Merging and Diverging for Auxiliary Lanes: 83 1773 Slow Vehice Tunouts: et 1774 Descending Lanes, enna 8S 177.5 Emergency Escape Ramps 85 18 DELINEATION.. “ 19_INTERSECTIONS..... 19.1 Intersection Types........ 18.2. Traffic Control DeVICES....enrnsnnnnsnennnininiennnnninennnnnannnnnnns 1921 Priority intersections ot 1922 __ Signal Coniroled Intersections 1 19.3 Control of Conficts. att 19.4 Control of Speed. 1941 Relative Speed 19.42 Attaining low relative speeds 19.5 Channeizetion 19.6 Lane widths. 19.7 Awiliary Lanes at intersectons. 18.8 Right and Left Turing Lanes... 19.9 _ Right Turn Sip Lenes 18.9.1 High Entry Angle Sip Lene. 1892 Free Flow Slip Lane. "101 19.10 Left TUM TReatMeNts ...oecnesnviensnnnineinnnnninsinetnnnnnen 101 19.11 Intersection Capacity. 7 a sctacthatns ‘ 103 19.12 Sight Distance at intersections... 3 ste ‘ 103 18.13 Horizontal and Vertical Intersection Geometry... esncnnesesee 104 1914 Roundabouts 105 1914.1 Introduction 105 1914.2 Safety Benefits 105 1914.3 Appropriate Locations ‘or Roundabouts 105 1914.4 Balancad Flows 108 19.14.5 Roundabout Design Practice 108 1814.6 Things to Avoid 110 19.147 Design Steps 110 1914.8 Traffic Control and Pririty 11419.15 Examples of Poor Intersection Layouts. 115 19.151 Y-Intersection, 15 19.15.2'Y Intersection with Triangular Island 117 20 SAFETY OF THE ROADSIDE 118 20.1 Introduction. emt sire 7 sana 4A 202 ClearZone ta ene oe 118 203 New Roads... 122 204 Existing Roads... 122 205 Treatment of Hazards.......... 123 20.6 Roadside and Median Safety Barriers. 127 2061 Road Sefety Barrier Systems: : “128 2062 Design Of Barrier System Insiallations 134 20.7 Further Examples of Barrier Installations... sv vo 144 207.1 Bridge Railing 141 207.2 Connecton to Bridge Railira so onmannnnnennes 94 2073 Railing End Treatment. 143 207.4 — Unconnected Concrete Barriers 144 2075 Gore Area. 148 2078 Trees. 148 207.7 — Street Lighting Poles... ornwwnsnennn 148 2078 Other Examples of Roadside Hazards. 151 2079 Curbs in Front of Barriers 183, RISK ASSESSMENT 155 21 _ Risk Assessment 158 214 158 212 158 213 156 214 157 215 157 APPENDIX 1 - ROADSIDE BARRIERS STANDARD DRAWINGS. 159 APPENDIX 2 - CONCRETE BARRIERS. APPENDIX 3 - FRANGIBLE POLES - SPECIFICATION AND DRAWINGS... APPENDIX 4 - SPEED TEMPLATES FOR ROUNDABOUT DESIGN.........203 APPENDIX 5 - TURNING TEMPLATES FOR LARGE VEHICLES. 2 APPENDIX 6 - CONCRETE CURB AND GUTTER DETAILS..................218Table of Figures Figure 2.1 : Poor Zoning and Road Planning Interface... Figure 2.2 : Good Zoning and Road Planning Interface... Figure 2.3 : Ideal Road Network Planning for Tourism Areas... Figure 3.1 : Schematic Hierarchy of Roads Figure 3.2 : Externally and Internally-fed Networks ...... Figure 3.3 : Road Network that Attracts Through Traffic Onto Local Roads. Figure 3.4 : Road Network that Deters Through Traffic from Using Local Roa‘ Figure 3.5 : Road Layouts that Deters Through Traffic from Using Local Roads... Figure 4.1 : Road Layout that Results in Confict Between Local and Through Traffic... Figure 4.2 : By Pess Road Deters Through Traffic from the Communi... Figure 5.1 : Encroachment that Reduces Effective Sidewalk Width... Figure 8.1 : Risk of Pedestrian Fatality Figure 8.2 : High Speed Road with Separate Lane for Non-Motorized Vehicles.....25 Figure 8.3 : High Speed Road with Wide Median...» Figure 9.1 : Bus Stop Concept, EDSA......... Figure 9.2 : Lay-By Concept, EDSA....... Figure 10.1 : Poor facilities for pedestrians Figure 10.2 : Good Pedestrian Facilities ..... Figure 10.3 : Obstructions that Reduce Etfective Travel Width for Pedestrians Figure 10.4 : Segregated Pedestrian and Bikeway from Main Thoroughfare. Figure 10.5 : Road without bike lanes....... Figure 11.1 : Angle Parking with Maneuvering Area Clear of # Through Trafic Lanes 39 Figure 12.1 : Types of Lighting and Illumination 42 Figure 12.2:: Lighting installations at Intersections. i 43 Figure 14.1 : Poor road surface with depressed manhole lid 47 Figure 14.2: Poor Road Edge 48 Figure 16.1 : Poor Design and Delineation of Curve. 9 Figure 15.2 : Lost Control on Curve. _ 50 Figure 15.3 : Extreme topography results in small radius curves | 50 Figure 15.4 : Trees Obstructing Sight Distance..... is : Figure 16.5 : Poor Vertical Alignment Approaching a T-Intersection 51 Figure 18.6 : Poor Intersection due to Lack of Channelization .. Figure 15.7 : Small (5m radius) Roundabout in Balayan Town. Figure 15.8 : Horizontal Curve at the End of a Steep Downgrade Figure 15.9: Poor Vertical Sag Figure 15.10 : Reverse Curves... - : Figure 15.11 : Poor Combination of Horizontal and Vertical Alignment... 54 Figure 18 12; Detnestion of Curve ~ Poor nightume vsty.. 55 Figure 16.1: Sight Distance Types... 182 Figure 16.2 : Circular Curve Geometry 64 Figure 16.3: Length of Citra (Spr) 8 Supereiovaion evelopment... 8B Figure 16.4 : Superelevation Development. . 68 Figure 16. : Truck Speeds on Grades... 69 Figure 16.7 : Crest Vertical Curves... 72 Figure 17.1 : Good Cross-Secton providing lane for vulnerable road users. 75 Figure 18.1: Good Read Delineation...» vn . 87 Figure 18.2 : Poor Curve Delineation... : . 88 Figure 18.3 : Poor Delineation of the Center and Edge of Roadway... 88 Figure 18.4 : Examples of Chevron Signs providing Delineation of Curves............88 Figure 18.5 : Road Delineation affected by shadows... iia cai coe esse cicFigure 19.1 Figure 19.2: Figure 19.3 : Figure 19.4: Figure 19.5: Figure 19.6 Figure 19.7 : Figure 19.8 Figure 19.9: Figure 19.10 Figure 19.11 Figure 19.12 Figure 19.13 Figure 19.14 Figure 19.15 Figure 19.16 Figure 19.17 Figure 19.18 Figure 19.19 Figure 19.20 Figure 19.21 Figure 19.22 Figure 19.23 Figure 19.24 Figure 19.25 Figure 19.26 Figure 19.27 Figure 19.28 Figure 19.29 Figure 19.30 Figure 19.31 Figure 20.1 : Figure 20.2 Figure 20.3 Figure 20.4: Figure 20.5: Figure 20.6 : Figure 20.7 Figure 20.8 : Figure 20.9 Figure 20.10 Figure 20.11 Figure 20.12 Figure 20.13 Figure 20.14 Figure 20.15 Figure 20.16 Figure 20.17 Figure 20.18 Figure 20.19 Figure 20.20 Figure 20.21 Figure 20.22 Figure 20.23 Figure 20.24 Large Intersection Confiict Area Three-Legged Intersection........ Four-Legged Intersection... Roundabout at Four-Legged Intersection... Cross Road... a neeneene Y Intersection Layout Roundabout...» Conflicts at ¥ and T Intersections. Guideline for Left and Right Turn Lanes. High Entry Angle Slip Lane................. Free Flow Slip Lane Type A Left Tum Treatment, Type B Left Tun Treatment... Type C Left Turn Treatment... Geometric Elements of a Roundabout. Inner Urban Roundabout ..... Outer Urban Roundabout... Rural Roundabout... Urban Spitter Island Details : Low Speed Approach. Urban Spiitter Island Splitter Island for High Speed Approach. Movement Volumes and Circulating Flows. Number of Lanes... : Tuming Radius for Determining Circulating Caiageway Width. Deflection Requirement - Single lane. Deflection Criteria — Multi Lane... ‘Typical Pavement Markings at a Mul Give Way Sign (R1-2) Poor Intersection Layout Poor delineation Poor Intersection Layout... Recovery Area (100 kph operating speec, fat cross, = pe). Road with Good Clear Zone. Clear Zone Calculation Relocsted Pole...... Drivable Culvert End... Steel Sign Posts. Frangible Wooder Pole Hazard Impact Absorbing Pole... Unprotected Roadside Hazard. Use of Barrier... Median Barriers. Roadside Barriers... Roadwork Barriers... Effective Clear Zone (ECZ) Fill Siope Safety Barrier Warrant Median Safety Barrier Warrant Approach Barrier Design Elements.....c...coneseuen sents nnn Departure/Opposing Barrier Desion Elements Poor Bridge Railing. areaeavaney Very Good Bridge Railing Poor Bridge Railing - No Connection Good Connection to Bridge Rating Poor End Treatment.Figure 20.25 Figure 20.26 Figure 20.27 Figure 20.28 Figure 20.29 Figure 20.30 Figure 20.31 Figure 20.32 Figure 20.33 Figure 20.34 Figure 20.35 Figure 20.36 Figure 20.37 Figure 20.38 Figure 20.39 Figure 20.40 Figure 20.41 Figure 20.42 Car Speared by Guardrail... Very Good End Treatment Unconnected Concrete Barriers. Good Connected Barriers... Very Good Connected Barrier. Poor Uncannected Barrier Poor Gore Treatment: Poor Gore Treatment........... . Very Good Gore End Treatment usi ng pact ienuator.. Tree Hazard... ceria tas giana Frangible Poles... Impact-Absorbing Pole... . Impact Behavior - Slip Base and Impact ‘Assorbing Poles. Hazardous Roadwork Site... -_ Hazardous Pipe Installation Hazardous Protruding Pole Outside Line of Barrier. Hazardous Barrier System....... Curb in front of Barrier.List of Tables Table 16.1 Table 16.2 Table 16.3 Table 16.4 Table 17.1 Table 17.2 Table 17.3 Table 19.1 Table 19.2 Table 20.1 Table 20.2 Table 20.3 Table 20.4 Table 20.5 Table 20.6 Table 21.1 Table 21.2 Table 21.3 Table 21.4 Design Standards for Philippine National Highways......... Driver Eye and Object Heights Stopping Sight Distance (SSD). K Values for Crest and Sag Vertical Curves... ‘Traffic Volume Guidelines for Provision of > Overtaking | Lanes. Overtaking Lane Lengths... a Diverge and Merge Lengths. Intersection Sight Distance (ISD)... Circulating Carriageway Widths Curve Correction Factor... Test Levels for Roadside Barriers Offset from edge of traffic lane to face of barrier... Clearance from face of barrier to face of hazard... Runout Lengths for Barrier Design....... Maximum Flare Rates for Barrier Design.. Likelincod Definition. Consequence Definition Risk Category... ‘Treatment Priorty.SAFETY PLANNING4A INTRODUCTION Background This section of the manual describes features relating to the safety of a length of road or the road network through the awareness of safety principles during the planning stages of a new area or of a road project. Planning of new areas or road projects can be considered in four stages: = Laying out the land-use of the area. This is where for example, industrial areas can be separated from residential areas or where consideration should be given to the movement of people, particularly pedestrians and cyclists. The location of shopping centers and schools should be considered carefully to facilitate the safe movement of pedestrians and motor vehicles and in order to avoid the potential impact of adjacent heavy through-traffic; = Once the land-use is determined, an arterial road network should be defined to cater for through traffic. This is then supported by a network of local roads that provide access to the properties within the area. ‘The separation of through traffic from local traffic is an important principle in road safety; * On the arterial roads, careful control and management of access can facilitate safety and the smooth flow of traffic; and, * Careful planning and provision of public transport facilities can ensure that the conflict areas between pedestrians and vehicles are minimized,LAND USE AND ZONING Zoning in the Philippines has been under total control of the Housing and Land Use Regulatory Board (HLURB), until the early 1990's when this function was gradually decentralized to the Local Government Units by virtue of the Local Govemment Cade. Since then, each unit of the Local Goverment became responsible for zoning of their respective jurisdictions and final land use and zoning plans were submitted to HLURB for approval. Thus, the municipal, oity, and provincial planning and development offices (MPDO, CPDO, and PPDO) have developed comprehensive land use and development plans to control within sustainable limits urbanism and rapid growth. It is the intent of this manual that road safety concerns should be given emphasis in the conduct of tratfic impact assessment for new developments or any project that would significantly affect local zoning ordinances. As experienced in Metro Manila, the emergence of large traffic generators such as malls and similar commercial establishments has created fragmented land use interactions that have deteriorated traffic operation of the road network. While traffic impact assessments may have been prepared for these developments, safety may not have been given adequate emphasis. Therefore, in the course of planning for large traffic generators, itis imperative to consider the following: + That big land developments must carefully follow project size threshold as identified by the zoning administrator of the locality. The threshold may be gauged based on the total land area of the project site, the footprint area of the building, percantage land occupancy, floor area ratio (FAR); = Large lend developments usually are big traffic generators and should not have direct access to a high speed road facility. This is to provide a buffer between pedestrians and entering traffic from high volume and high speed traffic; * The minimum local standards pertaining to access and parking requirements should be carefully followed. It may be essential that access, parking, and lay-by facilities must be treated separately corresponding to private cars, public utlity vehicles, and cargo trucks/delivery vans; = Pedestrians should be given utmost consideration by providing fecilities that would segregate them from through and local traffic. A network of at-grade and elevated walkways should be properly planned considering travel patterns and volume of pedestrians; = Nighttime operation is deemed more critical than daytime as this would require further analysis on lighting requirements and added security;2.4 Principles in Land Use Planning and Zoning The key principles to be adopted in land use planning and zoning are the following: * Development and implementation of 2 zoning plan to separate incompatible and conflicting land uses and the traffic they generate; + Strong pianning regulations to influence the location of new development and to control access arrangements and parking = Land uses should be planned with the aim of minimizing travel and ‘maximizing accessibility to public transport, * Residential development should be separated from heavy industry and major commercial uses; = Activities which generate substantial traffic should be located adjacent to roads most suited to the type of traffic expected (e.g, if a primary school generates many cycle or pedestrian trips, then it should be capable of being reached directly via a network of bikeways or footpaths); and, = Light industry and service establishments can be located adjacent to residential areas but vehicular access should not be via the residential streets. Figure 2.1 ; Poor Zoning and Road Planning Interface Figure 2.1 illustrates a residential area separated from school zone and work places by a primary road. Pedestrians crossing the road pose safety concerns. A more adequate traffic and land-zoning interface is shown in Figure 2.2 where all develooments are located on the same side of the primary road. This setup then would eliminate safety concerns as pedestrians will not regularly cross the road.2.2 224 Figure 2.2 : Good Zoning and Road Planning Interface Traffic Planning for Different Land Uses Residential Areas Residential roads are the prime locations where vehicles and pedestrians interact and where the movement function fulfills an increasingly minor role amongst the most important service and domestic activities. In order to provide a safe environment for vehicles and pedestrians: Residential roads longer than 100 to 200 meters should be meandering and should have fight horizontal curves or roundabouts at local road intersections to encourage low speeds; Non-access traffic needs to find it impossible, or highly inconvenient, to use residential roads as a short cut; Pedestrians must be given priority, especially close to buildings and in play areas; Direct access to dwellings should be provided from access ways rather than distributor roads; Where dwellings have vehicular access onto distributor roads, altemative pedestrian access should be provided via segregated footpaths onto access ways, Pedestrians should be segregated wherever possible and crossings of traffic routes should be convenient and sate; Parking should be ample and convenient but located away from areas where children play;2.22 223 Drivers need to be made aware of the priority for pedestrians on entry and throughout the area by the overall geometry, surface texture and threshold treatment as they enter the area; Large developments should be sub-divided to minimize traffic on internal roads; Existing grid networks with cross roads should be modified by closures or restrictions to create internally or externally-fed systems; Inter-visibility between drivers and pedestrians should be sufficient to. minimize the risk of accidents; and, Overnight parking of lorries, especially those with hazardous loads, should be actively discouraged. Industrial Areas Industrial areas are very important to the economy of most countries and it is necessary for them to be provided with safe, efficient links to national and intemational merkets for both raw materials and finished goods, The important factors to consider for the layout and design of industrial estates are: Land zoned for industrial purposes should have direct access from the district cistributor network whenever possible; Each site should have sufficient off-road parking and loading areas to accommodate alll its operational, staff and visitor requirements within the site boundary; Roads and footpaths should provide a safe and efficient means of access for workers, visitors and the range of vehicles which can be anticipated when a number of different industries are grouped together; The internal circulatory system (to at least local distributor standard) should ensure that no traffic queues on the network in normal circumstances; and, Networks of safe cycle/footpaths should be created between the industrial area and the main areas where employees live. Commercial / Retail Areas ‘Commercial and retail areas may vary from isolated stalls or street sellers to major shopping centers and office developments covering large areas of land. Consequently their transport needs may be very mixed. The main points to consider in the pianning of such areas are: ‘All commercial and trading areas should be away from the through traffic network. If alongside, then service roads should be provided to service the development; Rear servicing, seperate from pedestrian access should be provided whenever possible; Adequate parking and Icading facilities for operational use should be provided within the site of individual premises if possible;Visitor and customer parking should be provided off the road, possibly ‘on a communal basis; On-street parking should be discouraged and only permitted where it does not obstruct general traffic movements or conflict with pedestrians; ‘Good pubiic transport provision to and within such areas can effectively reduce overall parking demand; and, When rural main roads in developing countries pass through ‘trading centers” it may be necessary to reduce speeds by physical measures such as road humps and raised pedestrian cossings to protect pedestrians and shoppers. 2.2.4 Recreational/Tourism Areas As countries develop, people increasingly find time for leisure and recreational activities. This leads to demands for sport and recreation centers and leisure parks in addition to major fecilities for spectators’ sports. Where tounst or leisure related activities are encouraged and have become a necessary part of the economy, safe access to them and appropriate parking facilities for them may form an important part of their success. The main considerations to bear in mind are: All recreational generators should be given access from local or district distributor reads, depending on their scale; Recreational land uses should be separated from residential areas, but they may be on the fringes provided recreational traffic is directed away from dwellings; Certain recreational uses may be acceptable within commercial or industrial areas, although this should be done with care, ‘Adequate provision of public transport is essential; Al participant and spectator parking (refer to Figure 23) should be provided separately within or near each facility and be sufficient to accommodate peak demands; Pedestrian routes between entrances/parking areas and venues should be free of vehicular traffic and clearly signposted; Where events necessitate the use of public highways, they should be clearly segregated from general traffic (periodic closures may be justified); Service areas and facilities should be segregated from general traffic and if possible should operate at different times to public use; and, Certain facilities such as car parks could be shared with other uses.Parking area B Parking area C Sports stadium Parking area A Parking area D Figure 2.3 : Ideal Road Network Planning for Tourism AreasROAD HIERARCHY Road network is defined as a hierarchy in terms of road types and according to the major functions the roads will serve. The main classification is whether the road is to be used primarily for movement or for access. The key points to consider in network planning are the following: Within the hierarchy, networks should be planned such that areas are separated into self-contained zones (often referred to as neighborhoods). The size and scale of these zones will depend upon the Importance of the road bounding them. Within these areas all non- essential traffic should be excluded. It should be possible to carry out most daily trips to shops and schools wholly within the area; The natural barrier of main routes can be used to segregate and contain incompatible uses and to reinforce local identities. The network can be such that traffic can enter zones from an external or internal system (refer to Figure 3.1). The extemal system reinforces these natural barriers and offers the safest network when well planned 19 grid-iron networks should be closed off or restricted to create internally or externally-fed system; u" Primary distributor Industry, Offices] Pedestrian & cycle District distributor Figure 3.1 : Schematic Hierarchy of Roads34 = Each class of road should clearly convey to the road user its role in the hierarchy with respect to both traffic volume and design speed. This can be achieved by appearance and related design standards; and, + Each road should intersect only with roads in the same dass or one immediately above or below it in the hierarchy. In that way, anyone using the network has a clear impression of the graduated change in conditions between the low speed access roads and the segregated, higher speed “through routes" at the top of the hierarchy. (refer to Figure 3.2) Figure 3.2 : Externally and Internally-fed Networks Expressways / National Roads 3.1.1 Expressways ‘An expressway is proposed for a road corridor under the following situations; * A road corridor connecting several highly urbanized centers with ribbon-type of development of commercial, business and industrial establishment. * A rroad corridor with high trattic demand. These roads are the longer distance transport routes for motorized traffic. They provide the transportation link between regions and provinces. Their primary function is movement and not access. The elements to consider when planning Expressways are: = No frontage access; 103.2 = Development set well back from the highway; * Grade separated intersections for extremely high flows and other intersecting expressways; = Number of intersections to be minimized and = Where necessary or for emergency purposes, parking/stopping to be provided clear of the main carriageway. 3.1.2 National Roads National Roads are roads continuous in extent that form part of the main trunk line system; all roads leading to national ports, national seaports, parks or coast-to-coast reads. National arterial roads are classified into three groups from the viewpoint of function, i.e. North-south backbone, East-West Laterals and Other Strategic Roads. ‘The elements to consider when planning National Roads are: = Limited frontage access * Development set well back from the highway; "All access to premises provided via provincial roads; = Number of intersections to be minimized; = Suitable et-grade channelized intersections for minor flows and other elements = No roadside vendors. Provincial Roads Provincial Roads are roads connecting one municipality with another; all roads extending from a municipality or from a provincial or national roads to a public wharf or railway station; and any other road to be designated as such by the Sangguniang Panlalalwigan The main elements to consider when planning Provincial Roads include: = Limited frontage access. In exceptional circumstances, large individual developments may have direct access when a high level intersection is provided; * Development set back from the highway; = Most development to be given access via intersections with local distributor roads; * All intersections wil normally be at-grade; = Turning traffic should be separated out from the through traffic; * Soparated pedestrians/bikeways remote from the carriageway; = Pedestrian crossing points should be clearly defined and controlled; "3.3 = Parking on the road should not be permitted; * Bus stops and other loading areas (only permitted in exceptional circumstances) should be in separate well designed lay bys; = Regular stopping places for paratransit vehicles (i.e., private, non- corporately run public transport operating vehicles smaller than buses or AUV’s) should be identified and safe stopping places established; and, = No roadside vendors. City / Muni | Roads 3.3.1 City Roads — these roads / streets within the urban area of the city to be designated as such by the Sangguniang Panglungsod. 3.3.2 Municipal Roads — these roads / streets within the poblacion area of a ‘municipality to be designated as such by the Sangguniang Bayan. City / Municipal Roads serve to feed traffic onto and off the main road network at the beginning and end of trips. These roads serve local traffic only. Main points to consider in planning City/Municipal roads are as follows: = The road is only for local traffic; through traffic is adequately accommodated on an alternative more cirect main road, = Where possible, an industrial traffic route should not pass through a residential area; * Vehicle speeds should be kept low so long straight roads should be avoided, = Parking is allowed, but alternative off-road provision should be made if possible; = Non-motorized traffic is of equal importance to motor traffic and separate route should be provided if possible; = Where non — motorized traffic needs to use a local distributor it should be separated from motorized traffic; = The road width can be varied to provide for parking or to give emphasis to crossing points depending upon traffic flows; * Bus stops and other loading areas (only permitted in exceptional circumstances) should be in separate well designed lay bys; + Through-movements should be made awkward and inconvenient to discourage them, and, = No roadside vendors, 234 Barangay Roads Barangay Roads are rural roads located either outside the urban area of city or outside industrial, commercial or residential subdivisions which act as feeder farm-to-market roads, and which are not otherwise classified as national, provincial, city or municipal roads. Roads located outside the Poblacion area of municipality and those roads located outside the urban area of a city to be designated as such by the Barangay Council concemed. As the name implies, these roads are for access only and are primarily for residential uses (industrial access should normally occur from a road of at least local distributor standard), These are ultimately the streets on which people live. Design standards may vary but the important elements to consider for barangay roads ere: = Vehicle flows to be kept to a minimum; = All through traffic eliminated; = Vehicle speeds to be kept low by careful and deliberate inclusion of obstructions to create meandering alignments, = Access roads kept short where possible; = Cul-de-sac and loop roads to be used wherever possible to deter through traffic: = Intersections to be three rather than four leg and kept compact to aid pedestrian movement; = Pedestrian and vehicles can ‘share’ space; = Carriageway width can be reduced to emphasize pedestrian priority; = Entrance/exit points of access streets should be clearly identified by threshold treatments, e.g. changes in geometric layout, landscaping, building development or even gateways and signing; = Parking and stopping within the streets is permitted although adequate provision should be provided within individual properties or separate garage areas; + Use of fully mountable curbs for vehicles may enable reduced road width and reduced standard alignments to be used by emergency and service vehicles, or for occasional parking; and, = Firepaths (emergency accesses for the engines) can be kept clear by using diagonal closures to eliminate parking spaces or by ensuring other nearby owners gain access by the same route so that they keep them clear. 19aS } Figure 3.4 : Road Network that Deters Through Traffic from Using Local RoadFigure 3.5 : Road Layouts that Deters Through Traffic from Using Local Roads 3.5 Pedestrianized Areas/Routes These ere areas from which all motorized vehicles are excluded to improve safety. In their broadest sense they would include all routes where non- motorized traffic has sole priority. This would include purpose-built footpaths and bikeways that often form a totally separate network to that for motorized traffic in residential areas. In planning new pedestrian networks and areas the key points to consider are: = Residential, industrial and commercial areas should be linked by footpaths providing the mest direct and pleasant route between destinations. = Any deviation from a direct route should be more attractive than a less ‘safe option; * All crossings with main routes should be grade separated wherever possible and if not possible additional at-grade facilities (e.g. refuges or pedestrian crossings) should be provided to minimize crossing problems; "Vertical rerouting (via over bridge or underpass) is much less attractive to pedestrians than at grade facilities; = The vertical and horizontal alignments of pedestrian routes can include much steeper gradients and sharper bends than for 2 roadway for motor traffic; "Open aspects need to be maintained, particularly at intersections and underpasses; = In shopping and commercial areas priority needs to be given to pedestrians; 16Where motor vehicles are displaced, adequate capacity (for loading, parking and movement) needs to be available elsewhere on the surrounding roads but such facilities should always be within easy walking distance; If no alternative provision can be made for motor traffic, consideration may be given to pedestrianization by time of day i.e., vehicie access allowed only when pedestrian flows are light (e.g. very early in the ‘moming or late at night); Connections to bus stops, parking ereas and stations are vital and should be convenient; and, All pedestianized areas must have provision for access of emergency vehicles and refuse collecting vehicles. 6ROUTE PLANNING THROUGH EXISTING COMMUNITIES Bypasses around communities are countermeasures aimed at improving safety and reducing the volume of through traffic inside the community. In the Philippines, this is a common practice particularly around the countryside, However, ‘building bypasses is just an alternative countermeasure of discouraging traffic to pass within the community. Other countermeasures can be devised depending on economic and budgetary constraints. Where a bypass can be justified, the most important considerations are: = The opportunity should be taken to reinforce the road hierarchy by down-grading the old road to discourage through traffic; = Access to the bypass should be restricted to only a few points where safe intersections and spur roads can be provided to link to the existing network. Direct access from frontage land should not be permitted; and, * Provisions should be left for future expansion or development of the ‘community but such developments should be served by service roads and spur roads. ‘Where a bypass cannot be justified, countermeasures should be implemented to slow down the speeds of through traffic as it passes through the community or trading centers as follows: = Warning signs and rumble strips can be used to alert drivers about speed-reducing devices ahead; * A series of road humps increasing in height from 40mm to around 80mm can be used gradually to slow down traffic in pedestrian predominated areas; = Road narrowing (with due regard for capacity needs) can be used to induce lower speeds as traffic passes through the community; and, = In order to alert drivers that they are entering a community, it is generally regarded that some form of gateway treatment on the approaches is beneficial (e.g., substandard curve, tree lining, or even non-rigid gate structure). 7Figure 4.1 : Road Layout that Results in Conflict Between Local and Through Traffic Figure 4.2 : By Pass Road Deters Through Traffic from the Community 8DEVELOPMENT CONTROL / ENCROACHMENT Planning is a constantly changing process. The difficulty is to control the degree of change so that the various inter-related elements can still operate efficiently. In land use terms this is usually achieved (with varying degrees of success) through the control of existing or new development and prevention of uncontrolled parking, illegal accesses and spread of unauthorized commercial activity. The main points to consider are that = Strict control of roadside hoardings and advertisement boards is required; = Land-use and highway requirements change over time so some spare capacity should be designed into road networks to enable such changes to be accommodated without detrimental effects upon road safety, = Building regulations should include ‘building line’ specifications to control roadside development, = If development control standards permit the growth of activities to encroach onto the transport corridor, additional countermeasures may be required to maintain a safe level of service to the community as whole; + Strong development control can only prevent encroachment onto roads if there are altemative locations for commercial aciivities to be undertaken; and, = Unauthorized development such as roadside advertising boards, illegal accesses and market stalls which create unsafe traffic conditions should be removed as soon as possible end the sites monitored to prevent their reappearance, source: US Highway Capacity Manual Figure 5.1 : Encroachment thet Reduces Effective Sidewalk Width 19ACCESS CONTROL Access control applies to both vehicular and pedestrian tratfic. Local practices have shown different practices in treating access to developments ‘such as: Provision of elevated pedestrian walkways or underpasses to separate people from road traffic. Oftentimes, these facilifies have direct access to respective developments such as shown in Figures 6.1 and 6.2. This strategy does not only improve safety but also enhance commercial attractiveness of an establishment to its target market Driveways should not lead directly to a high speed road facility as this, may create conflict and compromise safety. Good management of access to roadside properties on arterial roads can reduce conflict between through traffic and local traffic, for example by the provision of service roads, Large parking facilities should locate entrance/exits away from high- speed roads, but with good access circulation leading to high speed roads; Expressway ramps should be carefully planned to reduce confiict with local vehicle and pedestrian traffic; On new roads of district distributor level or higher, direct frontage access should only be permitted in exceptional circumstances, ‘The number of direct accesses onto main roads should be minimized and service roads or collector roads used to bring traffic to a single T- junction at the main road; No access should be permitted at potentially dangerous locations (e.g, at road intersections, or on bends with poor visibility); and, In all cases, each class of road should intersect only with roads in the same Class or one immediately above or below it in the hierarchy.Figure 6.1 : Walkways and Overpass to Control Pedestrian Access source: DPWH / MMURTRIP Figure 6.2 : Service Road and Segregated Walkway to Control Local Traffic Access source: DPWH/ MMURTRIP- a1TRAFFIC IMPACT ASSESSMENT (TIA) Recent developments in transportation research in the Philippines have resulted in the formulation of a TIA Handbook. This handbook was prepared by the National Center for Transportation Studies (NCTS) in order to standardize the conduct of TIA. In addition, it is worth giving more emphasis ‘on road safety as well as the traditional subjects such as volume control, traffic forecasts, demand management, and congestion mitigation. ‘Some interesting subjects for consideration in the TIA is the interface between land use development and traffic, and this should be reviewed against the guidelines of the Housing and Land Use Regulatory Board (HLURB). Parking demand and restrictions should also be strictly followed as mandated by the National Building Code. Preferably, parking demand should be based on local parking indices and not on intemational practices since local traffic conditions very much differ from other countries’ experiences. Pedestrian considerations should also be given more weight in the planning stage. Road safety is given importance in the proposed TIA guidelines. The general ‘scope of works on the proposed guidelines cover the following: = Transportation Improvement = Road Geometry = Traffic Safety * Site Circulation and Parking = Transportation fai pedestrian travel S elated to public transport, bicycle, and = Transportation demand management = Neighborhood traffic and parking management = Funding for countermeasures Likewise, the NCTS TIA guidelines have listed the standards of significance for traffic impacts of a project: = If the projected traffic will cause the existing intersection or highway roadway levels of service to drop below an acceptable level of service; = If the projected traffic will contribute to the increase in traffic along arterials or at intersections currently operating at unacceptable levels. = If the project design does not have adequate parking or circulation capacity to accommodate an increase in traffic. = If the traffic increase or roadway design will result in safety concems; or, + If the project does not include adequate provision for bicycle, pedestrian, or public transport access.84 8.1.4 8.1.2 8.1.3 ROAD DESIGN PARAMETERS Speed Management Design Speed The choice of an appropriate design speed for a red project is important to ensure a safe design. ‘When choosing a design speed, the following factors need to be considered: = Function of the road. An arterial road such as a national highway would generally have a higher design speed than a local road * Anticipated operating speed. For example, 2 national highway in an area with steep terrain would generally have a lower design speed (i.e. smaller radius curves) than a national highway in flat terrain where higher speeds would generally be anticipated and hence large radius curves adopted. In these examples the anticipated operating speed of the new facility (that mey include improved elignment and road surface), should form the basis for determining an appropriate design speed, rather than the operating speed of the existing road. * Anticipated speed limit. When considering the design speed along a route, it may also be necessary to adopt a different design speed for different sections of the road 2s circumstances change. For example within a town or on the road section between towns, + Eonomics. The implications relating to cost of construction ‘Speed Implications Research shows that lower speeds lead to fewer and less serious crashes. ‘There are two reasons for this: = At higher speeds a rider or driver has less time to react to a situation and therefore there is a greater likelihood that an error will result in a crash; and, + The momentum and kinetic energy of a vehicle increases rapidly with speed. The sudden dissipation of this energy in a crash means that the injury to occupants is more severe. Therefore, 2 carefully planned speed limit regime can make a significant contribution to road safety. Current Speed Limits ‘The current speed restrictions are set out in Chapter IV - Traffic Rules, in Republic Act No. 4136 ‘Land Transportation and Traffic Code.’ The rules indicate that a motorist shall drive at a safe speed determined by the driver based on the road environment and conditions. There are however maximum allowable speeds for different road environments. 23On open country roads with no ‘blind corners" not closely bordered by habitation, the maximum speed for passenger cars and motorcycles is 80kph and for motor trucks and buses, 50kph. On “through streets” or boulevards clear of traffic, with no “blind corners’, when so designated, the maximum speed for passenger cars and motorcycles is 40kph and for motor trucks and buses, 30kph. On city and municipal streets, with light traffic, when not designated “through streets’, the maximum speed for passenger cars, motorcycles, motor trucks and buses is 30kph. Through crowded streets, approaching intersections at ‘blind comers’, passing school zones, passing other vehicles which are stationary, or for similar dangerous circumstances, the maximum speed for passenger cars, motorcycles, motor trucks and buses is 20kph. Where it is determined that a road should have a different speed restriction to that indicated above, then specific speed restriction signs should be installed to inform motorists. The following sections describe where certain speed restrictions could be appropriate. High Risk Pedestrian Areas — 40 kph Vulnerable road users, especially pedestrians, are particularly vulnerable at higher speeds. The graph below basad on intemational research shows the risk of a pedestrian fatality if hit by a vehicle at different speeds. 338 isk of Fatalty (4) susses sea Impact Speed (tm Figure 8.1 : Risk of Pedestrian FatalityFor instance 25% of people struck by a vehicle traveling at 40 koh would suffer fatal injuries. At 50 kph this risk increases to 85%. Therefore a speed limit of 40 kph or lower would be appropriate in areas where there is high pedestrian activity such as in city center areas. A.40 kph speed limit would also be appropriate on roads where there are no footpaths and pedestrians are required to walk on the road. Low risk pedestrian areas - 60 kph On roads through built-up areas where there are not so many pedestrians, it is appropriate to allow motorized traffic to travel more quickly The following picture shows the type of environment where 60 kph may be appropriate. Although this road is carrying vulnerable road users, they have a ‘separate lane to travel in. Figure 8.2 : High Speed Road with Separate Lane for Non-Motorized Vehicles 80 kph ‘An 80kph speed limit would be appropriate on a high standard duplicated carriageway road where there is only occasional access from adjoining properties. 100 kph ‘A 100 kph speed limit would only be appropriate on very high standard expressways, which have a low crash rate. These expressways should have a high standard geometry and should be free of roadside hazards. If hazards exist and they cannot be removed or modified, they should be shielded with a safety barrier. 268.1.4 8.1.5 8.2 Speed Restriction Signs Good speed management practice depends on speed limtt signs being placed in visible locations and repeated frequently enough for motorists to be certain of which speed zone they are in. At the start of a new speed zone, a speed limit sign should be erected on the left and right sides of the road. Then within the first kilometer, there should be two (2) farther pairs of repeater speed limit signs. After that, repeater signs should be placed at one kilometer spacing Repeater signs should also be placed before and after all major intersections to confirm the speed limit to all traffic turning into the road being considered Poor Road Standards If the standard of the road geometry or its surface is poor, then it may be appropriate to adopt a lower speed limit than would normally apply until such time that the road improvements can be made. The lower speeds compensate for the hazardous conditions of the road. ‘An 80kph or SOkph speed limit may also be appropriate on lower standard expressways. For instance, the concrete plant cylinders on the side of the expressway as shown in Figure 83 are a serious road hazard within the cleer Zone which could cause injury to the occupants of an out of control vehicle. If this roadside hazard cannot be removed or protection for vehicles provided, the speed limit should be restricted to reduce the risk to motorists and riders. Figure 8.3 : High Speed Road with Wide Median Road Capacity Road Capacity, as defined in the U.S. Highway Capacity Manual (HCM), is the maximum number of vehicles, which have a reasonable expectation of passing over a given section of a lane or a roadway in one direction or in both directions during one hour under prevailing road and traffic conditions.8.3 Generally, road capacity with respect to road sections is measured in terms of level-of-service. This is designated with letters ‘A’ to 'F’ with ‘A’ the most ideal condition and 'F' the saturated condition where volume is equal to the road capacity, In regard to intersections, capacity is generally measured in terms of ‘degree of saturation.’ The capacity of 2 route can be affected by the following factors: = Number of Lanes; = Lane and shoulder width; = Terrain and road gradient, * Traffic composition; = Side friction such as the presence of road furniture and pedestrians; and * Intersection capacity (priority of movements, traffic signal phasing, number of lanes etc.) Ideal capacity of a road is 2,000 vehicles/hour (vph). However, based on several surveys conducted in Metro Manila for various infrastructure projects, it was found that the maximum volume is achieved only at a level of 1,400vph_ ‘on expressways and 1,100 for urban arterials. In the design stage of @ road project, appropriate capacity should be established to ensure satisfactory operation. In establishing the capacity of the road, actual traffic surveys as well as investigation of future use is required to ensure that safety is not compromised once the facility is in operation. Traffic Forecasts Experiences in the Philippines indicated that traffic forecasts for expressways (tolled facilities) are usually optimistic. This may be seen as a factor to boost revenue forecasts to make the road appear more interesting to investors. The opposite can be true in planning urban arterials as forecasts are often below actual traffic counts once the facility is in operation. The latter has more impact on traffic safety since it could mean more traffic is using the road than the volume for which it was originally designed. Further, road maintenance is often compromised when traffic exceeds the forecasts (e.9. thickness of pavement, lane width, maintenance budgel, etc.).O41 9.2 PUBLIC TRANSPORT Public transport refers to public utlity jeepneys, buses and taxis. Public Transport Operations The rule of thumb to enhance safety in the operations of public transport as in the case of Metro Manila is to segregate them from private cars. The provision of “yellow lanes" on some mejor thoroughfares of Metro Manila is seen as good practice. However, proper planning should be conducted on locating loading and unloading areas for passengers. These loading/unioading areas should be located in vicinities that offer protection to commuters and pedestrians. Lay-bys, Bus Stops and Service Roads Lay-bys and bus stops allow public transport vehicles to stop safely and with the minimum of adverse effects on other traffic. This is best cone with a segregated area joined to the main road pavement only at an entry point and exit point. Vehicles can then stop off the main carriageway without interfering with other traffic and with less risk to passengers getting on or off. Where primary roads are bordered by commercial or residential development, service roads are the safest way of allowing access to property with the minimum effect on other traffic. Also, where a large commercial development is fronted by an informal parking area with controlled access to the carriageway, a significant risk of accidents will often exist The general guidelines in planning for public transport facilities are as follows: = Lay-bys should be positioned on straight, level sections of road and should be visible from a good distance in both directions. = Onrrural roads, it is cheaper to provide lay-bys at transitions from cut to fill. = Access to lay-bys should be convenient and safe for vehicles and also for pedestrians in the case of bus stops. = Advance warming signs could be erected to alert drivers of the approach to lay-bys, and to the possible presence of pedestrians ahead. * Adequate queuing and waiting areas should be available so that waiting passengers do not use the road or a dedicated bus lay-by. = Where space is limited, it may be possible to link premises using a service road, which runs behind the premises and tums to rejoin the ‘main road only when a convenient and safe location is reached. At this point, parking and other potential visual obstructions should be carefully controlled. 28Where problems of merging from a lay-by occurs, it may be possible to postpone the merge by providing a short additional lane, which is the continuation of the lay-by. Where spillage of diesel fuel is likely to occur, e.g. at bus stop, concrete construction is more suitable than a bituminous surfacing. (Buses will not use the stops if the road surface has deteriorated.) Bus stops should be located beyond pedestrian crossings and after intersections to avoid stopped vehicles masking pedestrian and other crossing activities. Figure 9.1 : Bus Stop Concept, EDSA ‘Source: DPWH / MMURTRIP- Figure 9.2: Lay-By Concept, EDSA ‘Source: DPWHt / MMURTRIP 29On highly trafficked or arterial roads, it is desirable for public transport vehicles to stop off the main carriageway. In urban areas, it can be advantageous to locate indented bus or jeepney stops on the downstream side of major signalized intersections. This can improve the ability and safety of the vehicle to re-enter the traffic stream. The guidelines in the design and location of turn-outs along national road shall conform to D.O. No. 58 series of 2010, ee SSD tas ato poe ' ' t | cross-storih_ A= 4 roe FIGURE + - TURNOUT ( LOADING / UNLOADING BAY )aeacmerto Beno. 885.2000». 22 PLAN FIGURE2 : TURNOUT LOCATION TE = TYPICAL ROMDVAY SECTION ASPHALT PAVEMENT : BOND W8s2000 20 nore ‘GROSS LORE OF TH TURLT HAL BE OSL STOOER Te CSS SLOPE OF He ADA « Sa ee {TYPE 2- TYPICAL ROADWAY (CONERETE PAVCHENT FIGURE 3: TURNOUT TYPICAL SECTIONS. 31|RERUDLEC OF THE PHEILEPPENES DEPARTMENT OF PUBLIC WORKS AND HIGHWAYS OFFUCE OF THE SECRETARY Asis OCT29 2m DEPARTMENT ORDER } SUBJECT : REVISED GUIDELINES IN THE 5 8 ) DESIGN AND LOCATION OF ‘No. , TURNOUTS (LOADING AND ey UNLOADING BAYS) ALONG NATIONAL ROADS In tine with the Repartment’s continuing penress af upgrading owe rat safety standards, the guidelines in the design and locaton of tumouts {loading untoacing bays) 48 set Torin in Department Order No, 44, Series ot 2019, aru hereby amendod., ax follows: 1, Tumouts shail be placed outside the carriageway of cur national reads and should be sufficiently long to accommodate the maximum number ‘of vehicles expected to occupy the space at one time, The desivable minimum length including transition taper iz €9.0 meters but not longer ‘than 185.0 meters to avoid ls use as a passing lane, (Figure 1); 2. The required length of the turnout shall be determined considering = length of 15.0 meters for each bus; 3. Turnouts shall have # minimum width of 3.60 meters to sccommodate all types of vehicle, (Figure 18); 4. Tumouts shall not be placed on or adjacent to horizontal and vertical ‘curves that limit the sight distance in either direction: 5. The specific location of tumout shall be determined taking into consideration the following concitions: 5.1 Tumouts shall be placed at locationsipoblacions where pedestrians: are normally concentrated; 2 A wmout may be placed at least $0.0 meters after 2 road Intersection, (Figure 2) 53 Minimum Gistance DeweEn TWO consecUtIVe tumoUES In one direction shall not be less than $00.0 meters in citvesiurban centers. In other areas, the minimum distance shall not be less than 1.0 alometer;0. NO, 88.2010 P27 5.4 Turnouts shall not be placed opposite each other but shall be placed not bess than 30.0 meters apart. (Figure 21: 6. The pavement type of turnout shail be the same as the existing pavoment ‘of the earriagaway, (Figure 7. The pavement thickness of turnout shall in no case be less than 100mm for asphalt and 220mm for concrete with supporting base layers, (Fipure a 8. Pedestrian sidewalk oc platform {minimum width of 2.0 meters) shall be provided alongside the turnout and in ao case shall be lower than the existing sidewalk: 3% Im areas involving high embankment or excavation, coco fiber or geotextile net shall be used for the slope protection: 10. For adequate drainage of surface run-off, drainage facilities such a= curbs and gutter, indete and storm sewer shall be provided within the tumat. ‘The follawing shall be abservad: . The cross slope of the tamout shall be 0.40% steeper than the crass Slope of the adjacent lane of the existing carriageway; b. The gutter alongside the turnout shall have the same slope as the existing carriageway; ¢. On camiagewsy with existing storm sewer, the tumout shall be Provided with inlets (spacing of 20.0 meters) and connecting pipes to the existing sewers & On level carriagaways with no existing stow sowor, the gutter alongside the tumout shall be sloped to 0.30%. 14, Adequate signages and pavement markings shall be installedita maximize usage and safe operation, (Figure 2): This Order supersedes Department Order No, 44, caries of 2010 andi shaill take effect immediately. SON ROG Secretary Mn a3