LESSON 1: INTRODUCTION TO TRANSPORTATION and business,  not as ADVANTAGES DISADVANTAGES

PLANNING & ENGINEERING it has lesser environmentally  Cheaper for  Slowest mode
conditions of responsible both long and of
TRANSPORTATION service compared to the short transportation
- Transportation is the safe, secure, effective,  Cost other modes distances  Unreliable and
effectiveness  No traffic subject to
reliable and viable movement of
especially on congestion weather
individuals, animals or goods over time and
short problem in conditions
space distances water  Limited door to
TRANSPORTATION ENGINEERING transit (however port door services
congestions  Negative impact
- Transportation engineering is a field of civil happen) on the
engineering that deals with the application RAIL TRANSPORT  More suitable ecological and
of technology and scientific principles to ADVANTAGES DISADVANTAGES for heavy and marine
the planning, functional design, operation fragile environment
 Can  Does not products
and management of facilities for any mode
accommodate provide door
of transportation in order to provide for the  Huge capacity
large carrying to door
safe, rapid, comfortable, convenient, in long
capacity service
economical, and environmentally distance
 Particularly  Limited freight cargo
compatible movement of people and goods cheaper over destination transit
distances reach
MODES OF TRANSPORTATION AIR TRANSPORT
 Available  Complex
ROAD TRANSPORT throughout the design and ADVANTAGES DISADVANTAGES
season infrastructure  Considered  High cost
ADVANTAGES DISADVANTAGES  Not influenced and system to fastest  Expensive
 Time  Uneconomical by traffic secure safety  All weather infrastructure
flexibility and costlier over congestion and efficiency friendly facilities,
 Most long distances  Environmentally  High customer operational cost,
versatile with  functionality responsible and satisfaction maintenance,
least based on  Motive power  Suitable for unit of carriage
geographical weather unit efficient transporting and motive
constraints condition
light weight, power unit
 Capacity to  can be easily
high grade and  Low carrying
perform affected by
expensive items capacity
door-to-door external
 Limited coverage
freight and influences
ELEMENTS OF TRANSPORTATION
transit  limited carrying MARITIME TRANSPORT
 For trades capacity
 1. WAY – all modes of transportation require
some form of a route on which to operate
2. UNIT OF CARRIAGE – means of transport
and refers to anything that is used to
transport goods and people from one place
to another
3. MOTIVE POWER UNIT – the one
responsible to drive or move the unit of
carriage
4. TERMINAL – used to provide access to
transport route or network and a point to
which a transport motion ends
SERVICE CHARACTERISTICS OF TRANSPORTATION
MODES
 Punctuality – is the adherence of a certain
mode of transport to be on time
 Regularity – is the frequency of service of a
certain mode of transport
 Affordability – is the situation in which a
household income can purchase
transportation services
 Accessibility – is the measure of the
capacity of a location to be reached from or
to be reached by different locations
 Safety – is the freedom from harm resulting
from unintentional acts or circumstances
 Security – is the freedom from harm
resulting from unintentional acts or
circumstances
 Speed – the rate at which the mode of
transport is able to move or operate
 Capacity – the maximum amount that a
mode of transport can move from one
place to another
 Comfort – is a state of physical ease and
freedom while using different modes of
transportation
ROLE OF TRANSPORTATION IN NATIONAL
DEVELOPMENT
ECONOMIC DEVELOPMENT
- Investment in transportation is a key to
economic growth
 Promotes the industrial development
 Promotes the agricultural development
 Increases the community income
 Increases the land value of a certain area
INDUSTRIAL DEVELOPMENT
 Creation of new and expansion of existing
industry
 Turning of local market into national market
 Connecting the rural market to urbanized
areas
 Improves trading goods and materials
 Preservation of quality goods
 Increases the mass production of goods
 Increases the productivity of different
industries
SOCIAL & CULTURAL DEVELOPMENT
 Increases the mobility of people
 Encourage globalization
 Improves the living condition of people
 Influences the formation of urban societies
 Exchange and adoption of different culture
 Increases the tourism in a particular area
TRANSPORTATION PLANNING
- Transportation planning is defined as the
planning required in the operation,
provision, and management of facilities and
services for the modes of transport to
achieve safe, faster, comfortable,
convenient, economical and environment
friendly movement of people, animals and
goods
PURPOSE OF TRANSPORTATION PLANNING
 Guarantee the safety and efficiency of a
person, animal or goods travel from one
point to another
 Identify multiple options for transportation
 Identify outlying problem to a
transportation system
 Address current and future transportation,
land use and traffic demand problems
 Understand and review the current
transportation system
 Optimize existing transportation system and
structural design
PERIOD OF TRANSPORTATION PLANNING
SHORT TERM
- These are transportation plans that can be
completed within 3 years
- An example of this is to optimize the use of
existing transportation system by installing
various traffic control devices such as signs
and signals
LONG TERM
 - These are transportation plans that can be The present system is analyzed and its  Determination of the investment cost of
completed for more than 5 years characteristics are described building the transportation project, as well
- This is more structure and complicated  Information about the surrounding is, its as the annual costs for maintenance and
- An example of this is a mass transit people, and their travel habits maybe operations
planning of a certain country which involves obtained  Involves the use of mathematical models
transportation plan for the next 20 to 25  Previous reports and studies are reviewed for estimating travel demand
years 2. PROBLEM DEFINITION – to describe the  Determine the use of the system
problem in terms of the objectives to be  Estimation of environmental effects
CHARACTERISTICS OF TRANSPORTATION
accomplished by the project and to translate
PLANNING
those objectives into qualifiable criteria 5. EVALUATION OF ALTERNATIVES
 Determine the transportation needs  Identify the characteristics of an acceptable  How well each alternative will achieve the
 Make or build transportation formulas system objectives of the project as defined by the
 Traffic or travel patter is clear, stable and  Constraints placed in the project criteria
can be controlled  Design standards  Performance data produced in the analysis
 various modes of transportation are phase are used to compute the benefits
interrelated Problem Objectives Quantifying Constraints and costs that will result if the project is
Criteria
 the transportation system can influence the traffic reduce traffic tavel time establish design
selected
congestion congestion standards
development of an area and ready to serve
it 6. CHOICE OF PROJECT
 Made after considering all the factors
ELEMENTS OF TRANSPORTATION PLANNING 3. SEARCH FOR SOLUTIONS – consideration is
involved
given to a variety of ideas, design, locations,
1. Situation Definition  In more complex projects, other factors
and system configurations that might provide
2. Problem Definition might be considered. Selection is based on
solutions to the problem
3. Search for Solutions how the results are perceived by those
This includes:
4. Analysis of Performance involved in the decision making
 Preliminary feasibility studies which might
5. Evaluation of Alternatives
narrow the range of choices to those that
6. Choice of Project 7. SPECIFICATION AND CONSTRUCTION
appear most promising
7. Specification and Construction  Detailed design phase in which each of the
 Some data gathering, field testing, and cost
components of the facility is specified
estimating may be necessary to determine
 Involves physical location, geometric
the practically and financial feasibility of the
1. SITUATION DEFINITION – involves all of the dimensions, and structural configuration
alternatives being proposed
activities required to understand the situation 4. ANALYSIS OF PERFORMANCE LESSON 2: TRAFFIC MANAGEMENT
that gave rise to the perceived need for a
 To estimate the performance of proposed
transportation improvement TRAFFIC ENGINEERING
alternatives under present and future
condition
 - Traffic engineering is a phase of
transportation engineering that deals with
the planning, geometric design, and traffic
operations of roads, streets and highways,
their networks, terminals, abutting lands,
and relationship with other modes of
transportation
MILESTONES IN TRAFFIC ENGINEERING
 1921 – when the title “traffic engineer” was
first recognized, although several traffic
engineering related activities were already
going on
 1904 – traffic survey methods were being
employed
 1907 – pedestrian islands were used in San
Francisco
 1908 – the first drivers license law was
adopted
 1911 – white painted pavement center lines
were first applied
 1915 – origin destination studies and
accident spot maps were first used
 1916 – speed and delay study were first
made by observing traffic from a high
building, pedestrian regulation and “no left
turns” were prescribed, curb parking was
prohibited to facilitate traffic movement
 1930 – the institute of traffic engineers (ITE)
was founded, and traffic engineering as a
profession was finally officially established
and defined
TRAFFIC MANAGEMENT
 Traffic management is a term used to
embody the activities undertaken by a
highway transportation agency to improve
roadway system safety, efficiency and
effectiveness for both providers and
consumers of transportation services
TYPES OF TRAFFIC MANAGEMENT
There are two distinct types of traffic management:
All traffic regulations are dependent upon the laws
1. Traditional traffic engineering tools
of the states and local governments, especially the
2. Intelligent transportation systems
ordinances of cities
TRAFFIC REGULATIONS
 Driving is not a right but a privilege
 Right – are legal, social or ethical principles
of freedom or entitlement
 Privilege – a special right, advantage, or
immunity granted or available only to a
particular person or group
Traffic regulation must cover all aspects of the
control of both vehicle and driver
LAW NO. TITLE/ DESCRIPTION
R.A. An act to compile the laws relative to
4136 land transportation and traffic rules,
to create a land transportation
commission and for other purposes
R.A.5448 An act imposing a tax on privately
owned passenger automobiles,
motorcycles and scooters
R.A.8750 An act requiring the mandatory
compliance by motorists of private
and public vehicles to use seat belt
devices, and requiring vehicle
manufacturers to install seat belt
devices in all their manufactured
vehicles
R.A.7924 Creation of metropolitan Manila
development authority
P.D. 96 Declaring unlawful the use or
attachment of sirens, bells, horns.
Whistles or similar gadgets that emit
exceptionally loud or startling sounds
P.D. 207 Ratifying the 1968 Vienna
conventions of the United Nations on
road traffic and road sign and signals,
 respectively
P.D. 1605 Grating the metropolitan Manila
commission certain powers related
to traffic management and control in
metropolitan Manila, providing
penalties and for other purposes
E.O. 125 Reorganizing the DOTC, defining is
powers and functions and for other
purposes
E.O.202 Creating the land transportation
franchising and regulatory bboard
(LTFRB)
D.O.88- Rules of pleadings, practice and
305 procedure for appeals on franchising,
fare rates charges and other related
matters pertinent to land
transportation public utilities
D.O.93- Revised schedule of administrative
693 fees and charges of the land
transportation office
M.C.-94- Issuance of drivers license to disabled
188 persons
Effective traffic regulation
There are fundamental requirements for traffic
regulations to be effective
 Regulations should be rational
 Regulation should be developed
progressively
 Regulations alone often are not enough
ELEMENTS OF THE ROAD SYSTEM proper action may be taken, and accidents
or delay will be avoided
There are distinct functional groups of traffic
control devices:
 Guiding devices – these are employed
simply to inform the road user of route,
destination, and other pertinent
information
 A breakdown or deficiency in one can lead  Regulatory devices – these have the
to the failure of the entire system authority of law and impose precise
 The road and vehicle may be subject to requirements upon the actions of the road
constant change and improvement user
 The major portion of existing regulations
are therefore aimed at the driver
 Licensing should be used to influence
drivers to become familiar with the rules of
the road
 Vehicle registration is the most effective
way to control vehicles
 Motor vehicle inspection system (MVIS) is  Warning devices – these are used to inform
being developed and expanded to cover the road users of potentially hazardous
whole country roadway conditions or unusual traffic
movements that are not readily apparent to
TRAFFIC CONTROL DEVICES passing traffic movements that are not
readily apparent to passing traffic
 Traffic control devices are means by which
the road user is advised as to the detailed
requirements or conditions affecting the
road use at specific places and times so that
FOUR ELEMENTARY REQUIREMENTS OF EVERY Traffic signs are classified depending on their
TRAFFIC CONTROL DEVICE intended uses:

To be effective, every traffic control device must be  Informative – these signs are intended to
able to meet the following requirement: guide users while they are travelling

1. It should compel attention

4. It should command the respect of the road
users for whom it is intended

2. It should convey a simple clear meaning at

a glance

 Regulatory – these signs are intended to

o Shabby and ill kept sign must be inform users of special obligations,
discarded and replaced restrictions or prohibitions which they must
comply
TRAFFIC SIGNS AND MARKINGS

 Philippine traffic signs conform to the 1968

 To ensure uniformity, traffic signs shall be
o The shape, color, and message
must be well understood. It should
be kept short as practicable
3. It should allow adequate time for easy
response
Vienna conventions of the United Nations
on road traffic and road signs, which the
country officially adopted on June 6, 1973
installed only by a duly authorized public
body or official. However, special
permission is given to contractors or utility
companies to install signs to protect the
public provided that such signs will conform
to the set of standards
  Warning – these signs are intended to 2. COLOR
warm users of a danger on the road and to
inform them its nature

4. ILLUMINATION AND REFLECTORIZATION

5. PLACEMENT AND HEIGHT OF SIGNS
ELEMENTS OF DESIGN
1. SHAPE
3. SIZE
 The minimum dimension of signs depends
upon the intended application
 Larger sizes are necessary at wider
roadways and on high-speed highways
 Based on the DPWH Highway Safety Design
Standards Part 2: Road Signs and Pavement
Markings Manual
 Signs are intended to convey messages
during both daytime and nighttime
 During hours of darkness, this can be
achieved through illumination or by using
reflective materials for signs
 Signs shall be mounted approximately at
right angles to the direction and facing the
traffic they intend to serve
 Mounting signs at exactly right angle must
be avoided especially on roads following
the east and west directions
 Signs are generally placed on the right side
of the roadway. Signs may be placed on
both sides of the roads with medians
 Overhead signs are often necessary on
wider roads
 Signs may also be placed on channelized
islands
 Lateral Placement and Height
 Note: the final location shall be determined based
on the nature of the hazard, reaction time and
operating speed in the area

INTERNATIONAL STANDARD TRAFFIC SIGNS

INTERSECTION SIGNS
WARNING SIGNS
 These are signs when one approaches an
 There are two forms of warning signs as intersection or junction
stated in the Vienna Convention and the
signatory has to state which shape shall be
adopted in their respective country

HORIZONTAL SIGNS

 These are signs used to indicate the type of

road curve ahead of the motorist

 Location of advance warning signs

ADVANCE WARNING / TRAFFIC CONTROL DEVICE PRIORITY SIGNS
SIGNS
 These signs indicate the order in which
 These are sign when one approaches an vehicles should pass intersection points
intersection or junction

ROAD OBSTACLE SIGNS

 These are signs when one approaches an

area prone to obstacles

PROHIBITION SIGNS
ROAD WIDTH SIGNS
 These are signs that indicates the only
 These are signs used when there is a directions in which the motorist is obliged
sudden change of road width either to follow
narrowing or widening of carriageway
OBLIGATORY SIGNS

 These signs impose an obligation/

command that the road users must comply
with
 SUPPLEMENTAL SIGNS

 These signs supplement the information on

the main sign

INFORMATION SIGNS

 These signs inform and advise road users

about the directions, distances, routes, the
location of services, and point of interests

PAVEMENT MARKINGS

 Pavement markings take the form of lines,

symbols, messages, or numerals, and may
OTHER PRESCRIPTION SIGNS be set into the surface of, applied upon or
 These signs give prohibitions, obligation or attached to the pavement
danger messages for a particular lane on a  A system of clear and effective pavement
multilane road. Each lane is represented by markings is essential for the guidance and
an arrow, to which the appropriate sign is control of vehicle and pedestrians
affixed
FUNCTIONS OF PAVEMENT MARKINGS

LEGAL AUTHORITY

 Marking shall only be applied and removed

by the Department of Public Works and
Highways (DPWH) or an authority to which
these powers are delegated
 All line marking plans must be approved by
the DPWH before installation

STANDARDIZATION

 It is imperative that marking be uniform so

that they may be recognized and
understood instantly by all drivers
LIMITATIONS OF PAVEMENT MARKINGS
TYPES OF MARKINGS

PAVEMENT AND CURB MARKINGS

  Black may be used in combination with
white or yellow in hazard markers to warn
OBJECT MARKINGS drivers at locations where there are
protruding objects on or near the roadway

TYPES OF LINES

REFLECTOR MARKINGS

COLOR

 The color of the pavement marking shall be

white, except for the alternative uses of
yellow in the following cases

MATERIALS

 Road markings should be of nonskid

materials and should not protrude more
than 6mm above the level of the
carriageway. Raised walking should not
protrude more than 15mm above the level
of the carriageway
 MESSAGES
WIDTH OF LINES  Messages when used in pavement marking
should never be more than three
 The width of solid or broken lines varies
 The distance between words is variable
from 100mm to 300mm depending on the
depending on the message and location at
usage of the specified line
which it is based
 Transverse lines are usually wider because
 Letters or numerals used on roads in urban
of the angle at which the driver sees
areas shall measure at least 2.5m on
markings on the carriageway
highspeed highways they may need to be at
least 5m

SYMBOLS

OBJECT MARKINGS AND MARKERS

OBJECT MARKINGS

 Physical obstructions in or near a roadway

that may constitute serious traffic hazard
shall be adequately marked
  It is advisable to mark obstructions with may cover only the central portion of each
reflectorized white paint with not less than white or yellow band
five alternating black and reflectorized  The bands may consist of either strip where
white stripes only target is required or of chevrons where
 The stripes shall slope downward at ang directional as well as target properties are
angle of 45 degrees toward the side of the desirable
obstruction, and shall be uniform and not
DELINEATORS
less than 100 mm in width
 A large surface, such as a bridge pier, may  These are small reflective panels or buttons
require stripes of 300 mm mounted on guide posts or guard fences as
 Reflectorized yellow should be used on an effective aid for night driving
curbs of all islands located in the line of  These are made of reflective material
traffic flow capable of reflecting light clearly visible
distance of 300-500 m when illuminated by
RAISED PAVEMENT MARKERS
the upper beam of a standard automobile
 These are small rectangular or dome head lamp
shaped devices that are fixed to the  Placement of delineators at the roadside of
pavement surface to simulate or a circular curve is shown in the figure
supplement painted pavement markings
 These markers can be reflective or non-
reflective
 Raised pavement markers are generally not
obscured at night at under wet condition
 The reflective types are more brilliant than
reflectorized paint markings
 These requires high cost of installation and
maintenance and is considered to be
installed only in accident prone areas

HARD MARKERS

 Thes are rectangular and generally consists

of a series of alternating black and white
bands or black and yellow bands
 The white or yellow portion is always
reflectorized, but the reflectorized material
LESSON 3: TRAFFIC FLOW FUNDAMENTALS
 Describing traffic is considered very difficult
due to several factors that cause its
irregularity or unpredictability
o Accidents
o Stalled vehicles
o Lane changing or swerving
o Parking maneuvers
o Indiscriminate loading and
unloading of PUV
 Without these events, traffic flow could be
expected to be fairly regular and
predictable within a day or even within a
week
TYPES OF FLOW
1. Uninterrupted – these are flow occurring at
long sections of a road where vehicles are
not required to stop by any cause external
to the traffic stream
2. Interrupted – these are flow occurring at
intersections or drivwats where vehicles are
required to stop by any cause outside the
traffic stream – such as traffic signs (stop or
yield) or traffic signal lights
MAJOR TRAFFIC VARIABLES
Flow Rate or Volume – this is defined as the
number of vehicle passing a point during a specified
period of time. It is often reffered to as volume
when measured over an hour
Aerial photography – most commonly used method
to get its exact values
Speed – this is defined as the rate of motion in
distance per unit time
1. Time mean speed
- This is also called spot speed OTHER TRAFFIC VARIABLES
- It is simply the arithmetic mean of the
Time headway – is defined as the time interval
speed of vehicle passing a point within a
between passage of consecutive vehicles at a
given time interval
specified point on the road within a unit time per
- Trap length = the distance or length of the
vehicle
road
2. Space mean speed Spacing – is the distance between two vehicle
- Also called harmonic speed measured from the front bumper of a vehicle to
- Is used to described the rate of movement that another
of a traffic stream within a given section of
road
- It is the speed based on the average travel
time of vehicle in the stream within section
Density – defined as the number of vehicles in a
given length of road at an instant point in time.
Capacity – maximum hourly rate at which persons
or vehicles can reasonably be expected to traverse a
point or uniform section of lane or roadway during
a given time period under prevailing road way,
traffic and control conditions
Level of service (LOS) – is a qualitative description
of how a certain facility is performing
Basis of traffic engineers to determine the width
and number of lanes when planning or expanding
Philippine Highway Planning Manual (PHPM) –
developed by DPWH provides a methodology to
carry out the process of such analysis
LOS concept uses qualitative measure
Level Description
of
service
A Free flow. Low volume high speed.
Drivers are virtually unaffected by the
presence of others. Little no restrictions
B Zone of stable flow with operating
speeds beginning to be restricted
somewhat by traffic conditions. Drivers
will have reasonable freedom to select
ther speed but there is a decline in
freedom to maneuver within the traffic
stream from LOS A
C Most closely controlled by higher
volumes. Most drivers are restricted in
the freedom to select their own speed,
lane changing or overtaking
D Approaches to unstable flow. Speed
and freedom to maneuver are severly
restricted and the driver experiences a
generally poor level of comfort and
convenience. Small increase in traffic first and therefore the magnitude the first
flow to leave the system as well
E Flow is unstable. Stoppages, giveway  LIFO (Last In First Out ) – the last one that
F Forced or breakdown flow. Extremely arrives at the service station gets served
unstable. Arrival flow causes the queue first and therefore the first to leave the
to form system as well
Service Mechanism – refers to the manner
customers are served at the station
Kendalls notation – is popularly used to described
queuing system. it takes the form of: A/B/C (n)
A – input or arrival pattern
B – service mechanism
C – number of serves
n – limit of the queue or users
arrivals and departures may either follow a random
or deterministic pattern
Markov (M) – is used for random process while
Deterministic (D) – used for processes that are
characterized by regular or constant arrivals or
departures. Typical example of these processes are:
QUEUEING THEORY AND TRAFFIC FLOW ANALYSIS
Queueing analysis provides ways of assessing the  D/D/1 (100) – regular arrival/ regular
service rate or departure / one or single
impacts of these activities by knowing the
server/ limit of queue is 100
magnitude of vehicular delay and the extent of
 M/M/1 – random arrival and departure
queue propagated
(service rate) / one or single server/ infinite
 FIFO ( First In First Out) – the first one that queue (no limit)
arrives at the service station gets served
  M/M/N – random arrival and departure -
(service rate) / N or multiple servers/
infinite queue (no limit) -
D/D/1 Queueing

- Due to the regularity of both arrivals and -

departures, this is the easiest starting point
to understand queueing
- It is more convenient to analyze a D/D/1
queueing system graphically as arrivals and
departure can be easily represented by
straight lines with the slopes corresponding
to their rates

M/M/N Queueing

- When there is more than one server. An

arriving vehicle will be able to proceed to
vacant gate if available. The driver may have
to wait in queue if all the fates are full

M/M/1 Queueing

- This assumes negative exponential for both

arrival and departure distribution

M/D/1 Queueing

- This assumes that the arrivals of vehicles

follow a negative exponential distribution, a
probability distribution characterized by
randomness. Departure is assumed to be
regular as in the D/D/1