COURSE OUTLINE

Reference: CHED Memorandum Order

No. 92 Series 2017
 Trip
Distribution
Prepared by:
Engr. Harold Loyd M. Ilustrisimo & Engr.
Danielle Ruthie I. Galit
LCE 416: Principles of Transportation Engineering

Trip Distribution
• is a process by which the trips generated in one zone are
allocated to other zones in the study area.
• considers internal-external trips (or vice versa) where one end
 of the trip is within the study area and the other end is
outside the study area.
• several basic methods are used for trip
distribution • Gravity Model
• Growth Factor Models

Trip Distribution
�� Two basic methodsby which thisconnection can be
achieved. 1.Growth factor method
��Constantfactormethod
��Average factormethod
�� Fratarmethod

�� Furnessmethod (double
constrained)
2. Synthetic Methods
 ��Gravitymodel

��Opportunitymodel

Gravity Model
• The most widely used and documented trip distribution
model is the gravity model, which states that the number of
trips between two zones is directly proportional to the
number of trip attractions generated by the zone of
destination and inversely proportional to a function of
time of travel between the two zones.

Gravity Model
 A survey was done on Study Zone A. The survey shows that 110 trips per day
are produced in the zone, all of them going to the three shopping centers are
located outside the zone. The shopping centers have the following
characteristics:
 Shopping Center Floor Space Distance from Zone
(in 1000ft2) A (in miles)
1
184 8
2 215 4
3 86 5

Assuming the floor space is the measure of attractiveness, and the value of n is
2, solve for the number of trips attracted to shopping center 1, 2, and 3.

Gravity Model
 To illustrate the application of the gravity model, consider a study area consisting of three zones. The
data have been determined as follows: the number of productions and attractions has been computed
for each zone by methods described in the section on trip generation, and the average travel times
between each zone have been determined. Assume Kij = 1 for all zones. Finally, the F values have
been calibrated as previously described and are shown for each travel time increment. All necessary
information are presented on the tables below. Determine the number of zone-to-zone trips through
two iterations. Time F
Zone 1 2 (mins)
82
Trip Production 140 330 1
Trip Attraction 300 270 2 52
3 50
Table 4.2a. Trip Productions and Attractions for a Three-Zone 4 41
Study Area
Zone 1 2 5 39

1 5 2 6 26

2 2 6 7 20

3 3 6 8 13

Table 4.2b. Travel Time between Zones (mins)Table 4.2c. Travel Time versus F

Gravity Model
To create a doubly constrained
 gravity model
where the computed attractions are identical to the
given attractions, the adjustment is done using the
formula
 Growth Factor Model
• Trip distribution can also be computed when the only data available are the origins
and destinations between each zone for the current or base year and the trip
generation values for each zone for the future year. This method was widely used
when origin-destination data were available but the gravity model and calibrations
for F factors had not yet become operational. Growth factor models are used
primarily to distribute trips between zones in the study area and zones in cities
external to the study area. Since they rely upon an existing origin-destination matrix,
they cannot be used to forecast traffic between zones where no traffic currently
exists. Further, the only measure of travel friction is the amount of current travel.
Thus, the growth factor method cannot reflect changes in travel time between
zones, as does the gravity model.

Fratar Method
 a mathematical formula that proportions
future trip generation estimates to each zone
as a function of the product of the current
trips between the two zones Tij and the
growth factor of the attracting zone Gj.
 Furness Method

EXAMPLE
EXAMPLE
EXAMPLE
EXAMPLE
EXAMPLE
Thank You!
COURSE OUTLINE

Reference: CHED Memorandum Order

No. 92 Series 2017
ROUTE
PLANNING
Public Transport
Route Planning
Process
Suggested Readings:
Chapter 4: Route Planning
Local Public Transport Route Plan
Manual DOTR, DILG, LTFRB
Introduction
to Travel
Demand
Forecasting Prepared by:
Engr. Harold Loyd M. Ilustrisimo
Lecturer I
CE 416

Forecasting Travel Demand

Principles of Transportation Engineering

❑ Travel demand is expressed as the number of

persons or vehicles per unit time that can be
 expected to travel on a given segment of a
transportation system under a set of given land
use, socioeconomic, and environmental
conditions.
❑ Forecasts of travel demand are used to establish
the vehicular volume on future or modified
transportation system alternatives.
❑ The travel demand forecasting process is as
much an art as it is a science.
Urban Travel Demand Forecasts
❑ when first developed in the 1950s and 1960s
❑ required that extensive databases be prepared using home interview and/or roadside
interview surveys
❑ the information gathered provided useful insight concerning the characteristics of the
trip maker, the land use at each end of the trip and the mode of travel.
❑ travel data then could be aggregated by zone and/or be used at a more disaggregated
level to formulate relationships between variables and to calibrate models.

Intercity Travel Demand Forecasts

❑ data are generally aggregated to a greater extent than for urban travel forecasting, such
as city population, average city income, and travel time or travel cost between city pairs. ❑
The availability of travel data improved considerably with the formation of the Bureau of
Transportation Statistics
❑ The availability of data from the Census Bureau’s American Community Survey is
another positive development.
 ❑ Land-use
Characteristics
❑ Socioeconomic
Characteristics
❑ The availability of

Factors Influencing Transportation Facilities and

Travel Demand
Services “Supply”
 Sequential
Steps for
Travel
Forecasting
 Sequential
Steps for
Travel
Forecasting
Trip Generation
❑ is the process of determining the number of trips
that will begin or end in each traffic analysis zone
within a study area
❑ each trip has two ends, and these are described in
terms of trip purpose, or whether the trips are either
produced by a traffic zone or attracted to a traffic
zone
❑ Trip generation analysis has two functions: ❑
to develop a relationship between trip end
production or attraction and land use
❑ to use the relationship to estimate the number of
trips generated at some future date under a new

Trip Generation
set of land use conditions.
 ❑ To illustrate the process, two methods
are considered: cross-classification and
rates based on activity units. Another
commonly used method is regression
analysis, which has been applied to
estimate both productions and

Cross-Classification
attractions.

❑ Cross-classification is a technique
developed by the Federal Highway
Administration (FHWA) to determine the
number of trips that begin or end at the
home. Homebased trip generation is a
 useful value because it can represent a
significant proportion of all trips.
❑ The first step is to develop a relationship
between socioeconomic measures and trip
production. The two variables most
commonly used are average income and
auto ownership. Other variables that could
be considered are household size and stage
in the household life cycle. The
relationships are developed based on
income data and results of O-D surveys.
Region A is made up of zones
1, 2, 3, 4, and 5. A census was
done within the region to
determine the number of
trips per household size by
auto ownership. The data
gathered are presented in
 Table 4.1. The forecasted
number of household in Zone
3 by size and auto ownership
are presented in Table 4.2.
Solve for:
a. Trip rates by auto
ownership and household size
b. Total number of trips
generated in Zone 3
A travel survey produced the data
shown in the table. Twenty
households were interviewed. The
table shows the number of trips
produced per day for each of the
households (numbered 1 through
20), as well as the corresponding
annual household income and the
number of automobiles owned.
Household income is classified
 into three: low income
(<$32,000), medium income (>
$32,000 - $48,000), and high
income (>$48,000). Solve for the
trip rate by income classification
and auto ownership in trips per

Rates Based on Activity Units

household.

❑ The preceding section illustrated how trip

generation is determined for residential
zones where the basic unit is the
household. Trips generated at the
household end are referred to as
productions, and they are attracted to
zones for purposes such as work, shopping,
visiting friends, and medical trips. Thus, an
activity unit can be described by measures
such as square feet of floor space or
number of employees. Trip generation rates
for attraction zones can be determined
from survey data.

A commercial center in the downtown contains several retail establishments and light
industries. Employed at the center are 220 retail and 650 non-retail workers. The
employees have the following demographic:

Retail Employees - 35% home-based work, 35% home-based other and 30% non-home
based
Non-retail Employees - 50% home-based work, 30% home-based other and 20% non
home-based
Determine the number of trips per day attracted to this zone. Table 4.4 shows the trip

Regression Analysis
rate in trips per employee by type of work and type of employee.

A multiple regression analysis shows

the
following relationship for the number of
trips
per household.

T = 0.82 + 1.3P + 2.1A

Where:
T = number of trips per household per
day
P = number of persons per household
 A = number of autos per household
If a particular TAZ contains 250 households

Thank You!
with an average of 4 persons and 2 autos for
each household, determine the average number
of trips per day in that zone.
COURSE OUTLINE

Reference: CHED Memorandum Order

No. 92 Series 2017
Urban transportation planning involves the evaluation and selection
of highway or transit facilities to serve present and future land uses.
The process must also consider other proposed developments and
improvements that will occur within the planning period.
Urban transportation planning is concerned with two separate time
horizons.
❑ implemented within a one- to
three-year period
❑ designed to provide better
management of existing facilities
❑ involve programs such as traffic
signal timing to improve flow, car
and van pooling to reduce
congestion, park-and-ride fringe
parking lots to increase transit
ridership, and transit
improvements.
LONG-TERM PROJECTS
❑ deals with the long-range transportation
needs of an area and identifies the
projects to be
constructed over a 20-year period.
❑ involve programs such as adding new
highway elements, additional bus lines
or freeway lanes, rapid transit systems
and extensions, or access roads to
airports or shopping malls.
Comprehensive Urban Area Transportation Planning
Process
COMPREHENSIVE
URBAN AREA
TRANSPORTATION
PROCESS
▪ Inventory of Existing Travel and Facilities
▪ Establishment of Goals and Objectives ▪
Generation of Alternatives
▪ Estimation of Project Cost and Travel Demand
▪ Planning – Level Cost Estimation
▪ Planning – Level Demand Estimation

▪ Evaluation of Alternatives
 ▪ Choice of Project
Updating Costs for a Rail Feasibility Study
The following table shows indices for 2001 and 2005 for railroads,
highways, and the Consumer Price Index. A study of a freight rail
improvement project was completed in 2001 that recommended
improvements such as siding, track extension, and track maintenance and
estimated a total cost of $120 million in 2001 dollars. The study cost
$250,000 to perform, and the state agency would like to convert this cost
estimate to 2005 dollars without redoing the entire study. How much
should the improvements cost in 2005 dollars?
Updating Costs for a Rail Feasibility Study
The following table shows indices for 2001 and
2005 for railroads, highways, and the Consumer
Price Index. A study of a freight rail improvement
project was completed in 2001 that
recommended improvements such as siding,
track extension, and track maintenance and
estimated a total cost of $120 million in 2001
dollars. The study cost $250,000 to perform, and
the state agency would like to convert this cost
estimate to 2005 dollars without redoing the
entire study. How much should the improvements
cost in 2005 dollars?
 Suggested Readings:
Chapter 4: Route Planning
Local Public Transport Route Plan
Manual DOTR, DILG, LTFRB
 Flow rate is defined as the number of vehicles passing a point during a
specified period of time.
Example:
Let us suppose a 15-minute count of
vehicles bound for Manila was
 conducted at a particular location on
Quezon Avenue. A summary is shown in
the table below:
TYPE 15-MINUTE
Car / Van COUNT 420
Jeepney 300
Bus 16
Truck 28
Estimate the flow rate in vehicles per hour.
Speed is defined as rate of motion in distance per unit time. When describing
traffic stream, two types of speed are used: time mean speed and space mean
speed.
Time Mean Speed / Spot Speed
- is simply the arithmetic mean of
the speeds of vehicles passing a
 point within a given interval of
time.
Example:
The speed of 25 cars was observed. 10
cars were noted to travel at 35 kph, 8
cars at 40 kph, 2 cars at 50 kph, and 5
cars at 45 kph. Assuming that each car
was traveling at constant speed,
determine the time mean speed.
Speed is defined as rate of motion in distance per unit time. When describing
traffic stream, two types of speed are used: time mean speed and space mean
speed.
Space Mean Speed / Harmonic Mean Speed
- is used to describe the rate of movement
of a traffic stream within a given section of
road. It is the speed based on the average
travel time of vehicles in the stream within
the section.
Example:
The speed of 25 cars was observed. 10
cars were noted to travel at 35 kph, 8
cars at 40 kph, 2 cars at 50 kph, and 5
cars at 45 kph. Assuming that each car
was traveling at constant speed,
determine the space mean speed.
Density is defined as the number of vehicles in a given length of road at
an instant point in time.
 Time headway is defined as the time interval between passage of consecutive
vehicles at a specified point on the road with a unit of time per vehicles.
the passenger demand during the
Example: same period is 240, determine
During morning peak hour, the whether there is a need to increase the
average headway of UP-Katipunan number of jeepney units (or shorten
jeepneys is estimated at 5 minutes. If the headway) for this route. Assume
that passenger demand is evenly
distributed within that period and the demand and variability of passenger
average load/occupancy is 14 occupancy.)
passengers per jeepney. (Note: This �� ��
assumption may not necessarily be �� = ��
true due to fluctuation of passenger
Spacing is the distance between two vehicles measure from the front bumper of
a vehicle to that of another.
lane of EDSA is 6.5 m. Determine the
Example: jam density of stopped vehicles.
During heavy traffic congestion, it was �� =����
observed that the average spacing of
vehicles in queue in the innermost
A relationship exists among the three most important traffic variables:
flow rate, space mean speed, and density. A dimensional analysis of
the units will show that flow rate (veh/hr) is simply the product of
density (veh/km) and space mean speed (km/hr), or
�� = �� ∙ ����
As mentioned earlier, density is the most difficult variable to measure. It can
be obtained indirectly using this relation.
 Volume-speed-density
relations for the inner lane
of South Luzon Expressway

Example: DENSITY, SPEED, kph

Data on density and speed were obtained from a veh/km 75 45
four-line, two-way rural highway (in one
direction only): 15 85
142 10
 100 30
Determine the relation between density and
speed.
Example:
Data on density and speed were obtained from a four-line, two-way rural highway (in
one direction only):
DENSITY, SPEED, kph
veh/km 75 45
15 85
142 10
100 30
Determine the relation between density and speed.
Example:
Using the results of the previous example,
determine the free flow speed and jam
density.
 A relationship exists among the three most important traffic variables:
flow rate, space mean speed, and density. A dimensional analysis of
the units will show that flow rate (veh/hr) is simply the product of
density (veh/km) and space mean speed (km/hr), or
�� = �� ∙ ����

As mentioned earlier, density is the most difficult variable to measure. It can

be obtained indirectly using this relation.
Example:
In the previous example, determine the
 THANK YOU!
capacity of the rural highway in one
direction.
COURSE OUTLINE

Reference: CHED Memorandum Order

No. 92 Series 2017
 Traffic Management

Prepared by:Engr. Harold Loyd M. Ilustrisimo

Lecturer I
Engr. Danielle Ruthie I. Galit
Lecturer I
CE 416 – Principles of Transportation Engineering

INTRODUCTION
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.
There are two distinct types of traffic management. The first one is through the
 use of traditional traffic engineering tools or simple devices to regulate and
control traffic. The second relies more on simple devices to regulate and control
traffic. The second relies more on advanced technology through the use of
Intelligent Transportation Systems (ITS). Advancement of ITS has been the
primary goal of many developed countries. The more conventional applications
are common in developing countries. However, it is not uncommon in both
developed and developing countries to have a combination of conventional
methods and ITS application.
TRAFFIC REGULATIONS
Traffic regulation must cover all aspects of the control of both vehicle
(registration, ownership, mechanical fitness, accessories, size, and weight) and
driver (age, ability to operate specific types of vehicles, financial responsibility).

Traffic regulations must be reasonable and effective. This can only be

achieved through careful study. Facts must be sought through the conduct of
traffic studies, accident analysis, keeping driver records, and other data.
 All traffic regulations are dependent upon the laws of the states and local
governments, especially the ordinances of cities. Legislative bodies and traffic
authorities must keep in mind that unreasonable restrictions or regulations are
not likely to last very long.
Effective Traffic Regulation

There are fundamental requirements for traffic regulation to be

effective. These are as follows:

a. Regulation should be rational.

b. Regulations should be developed progressively.
c. Regulations alone often are not enough.
Three Elements of
the Road System
ROAD/
ENVIRON
MENT

DRIVER

/HUMAN VEHICLES
TRAFFIC CONTROL
DEVICES
There are three distinct functional groups of
traffic control devices:
a. Regulatory devices
These have the authority of law and
impose precise requirements upon the actions of
the road user.
b. Warning devices
These are used to inform road users of
potentially hazardous roadway conditions or
unusual traffic movements that are not readily
apparent to passing traffic.
c. Guiding devices
These are employed simply to inform the
road user of route, destination, and other
pertinent traffic.

TRAFFIC SIGNS AND

MARKINGS
 Traffic signs are classified depending on their
intended uses:
a. Informative: the signs are intended to
guide users while they are traveling.

b. Regulatory: the signs are intended to

inform users of special obligations, restrictions,
or prohibitions with which they must comply.

c. Warning: these signs are intended to warn

users of a danger on the road and to inform
them of its nature,
Uniformity in design includes shape, color, a) Equilateral triangular shape with one
dimension, symbols, wording, lettering, side horizontal shall be used for danger
and illumination or reflectorization. warning
SHAPE signs.
Shapes of signs are standardized as b) Round shape shall be used for
follows:
regulating traffic.
c) Rectangular shape shall be used for
informative signs.
d) Octagonal shape shall be used for
STOP signs only.
e) Inverted equilateral triangle shall be
used for YIELD signs only.
Color
Danger warning signs shall have a yellow
or white background with black symbols
and red border.
Prohibitory signs and restrictive signs
shall have a white background with black
symbols and red border.
Mandatory signs with the exception of
STOP and YIELD signs shall have a blue
background and white symbols.
STOP signs shall have a red background
and white symbols.

Elements of
YIELD signs shall have a yellow
background and red border.
Informative signs shall have a white or
light colored symbol on a dark-colored (blue

Design or black) background or a blue or

dark-colored symbol on a white or
light-colored background.
 signs are of four sizes based on the speed of
the facility as follows:
a. A for urban low-speed roads
b. B for rural roads with speed limits

Elements of
between 60 kph and 70 kph
c. C for high-speed rural highways

Design
Elements of
Size
The minimum dimensions of signs depend
upon the intended applications. Larger
sizes are necessary at wider roadways and
on high speed highways. According to
section 2.5 of DPWH Highway Safety
Design Standards Part 2: Road Signs and
Pavement Markings Manual, regulatory
Design
 d. D for expressways

daytime and night time. During hours of

darkness, this can be achieved through

Elements of
illumination or by using reflective materials for
signs.

Lateral Placement

Design On uncurbed roads in the rural areas, the sign

should be at least 60 cm clear of the outer
edge of the road shoulder, the line of
Illumination and Reflectorization Signs
guideposts, or face of guardrails. The clearance
are intended to convey messages during both
should not be less than 2 m nor more than 5 m
from the edge of the travelled way, except for areas shall be
large guide signs on expressways where ample used.
clearance may be required.
Height
In rural areas, the height of the sign should
normally be between 1 m and 1.5 m above the
nearest edge of the travelled way. For intersection
direction signs, the height should be increased to 2
m. Final height is dictated by visibility factor as the

Elements of sign should be mounted clear of vegetation and it

must be clearly visible under headlight illumination
at night. On curbed roads such as in urban areas,

Design
the signs should be mounted at a minimum of 2 m
above the top of the curb to prevent obstructions to
pedestrians.

Elements of
Lateral Placement
In urban areas, signs should be located away from
the face of the curb not less than 30 cm but not
more than 1 m. If curb is mountable or semi
mountable, the minimum clearance should be 50
cm. On uncurbed roads, the distance given for rural
Design
Hei

ght
L

ater

al

Plac

eme

nt

and

Elements of
Design
Location of advance warning signs
In urban areas, warning signs should be
placed no less than 30 m but more than
100m in advance of the hazardous area,
while in rural areas they should be placed
no less than 75 m but no more than 225 m
ahead of the hazardous area. The final
location shall be determined based on the
nature of the hazard, reaction time, and
operating speed in the area.
Warning Signs
The Vienna Convention allows two forms for
the warning sign – one is triangular on shape
with a red border and the other is a diamond in
shape.
Priority Signs
Priority signs have various forms. The two
most
commonly used priority signs are the STOP
and YIELD signs
Prohibition Signs
Prohibition signs are round with a red border
and either a white or a yellow background.
Access restrictions signs can have a red bar
from low right to top left. Parking prohibitions
have a blue background. The signs that signal
the end of a prohibition are white or yellow
with a small black border and a black bar form
left below to right top. The bar can be replaced
by a series of small bars. In addition, the
symbol for which the end of prohibition is
intended is given in gray.

Obligatory Signs
The obligatory signs are round and in blue
colors.
 Other Prescription Signs
These signs are, in general, rectangular with
either a blue base with a white background, or
with a light base with a dark foreground. These
signs give prohibitions, obligations, or danger
messages for particular lanes on a multilane
road. Each lane is represented by an arrow, to
which the appropriate sign is affixed. The
background color blue is used for major roads,
white for minor roads, and within built-up
areas, and yellow for road works.
Information Signs
These signs are rectangular with a
white or yellow plate with a symbol
that stands for the
service involved. The signs can be
either blue or green.
Direction Signs
A profusion of colors and forms is
available. In general, the forms shown
must be adopted,
and in some cases even the color
shown must be used and not be
changed.

Additional Information
These signs are small and
rectangular, they supplement the
information on the main sign
 A system of clear and effective pavement markings
is essential for the guidance and control of vehicles and
pedestrians. They take the form of lines, symbols,
messages, or numerals, and may be set into the surface
of, applied upon, or attached to the pavement. In some
cases, pavement markings are used as a supplement to
other traffic control devices such as traffic signals and road
signs. In other instances, they may simply guide traffic
regulations. Pavement markings have some definite
limitations:
a. They are subject to traffic wear and require proper maintenance.
b. They may not be clearly visible if the road is wet or dusty
(e.g., near shoulder edge or median).
c. They may be obscured by traffic.
d. Their effect on skid resistance requires careful choice of
materials. e. They cannot be applied on unsealed roads.
Despite these limitations, they have the advantage
under favorable conditions of conveying warning message
or information to drivers without diverting their attention
from the road.
Legal Authority
Markings shall only be applied and/or
removed by the Department of Public Works
and Highways (DPWH) or an authority to which
these powers are delegated. All line-markings
plans must be approved by the DPWH before
installation.
Standardization
As in the case with all other traffic control
devices, it is imperative that markings be
uniform so that they may be recognized and
understood instantly by all drivers. Manuals are
available from the DPWH, and on request, it will
furnish traffic authorities, road markers, material
suppliers/manufacturers, and similarly
interested agencies, detailed drawings of the
standard designs and locations.
Types of Markings
Markings are classified into the following groups:
Pavement and curb markings
a. Longitudinal lines are those laid in the direction of travel.
These include Center Line, Lane Line, Double Yellow Line,
“No-Passing” Zone Markings, Pavement Edge Line, Continuity
Lines, and Transition Line.
b. Transverse lines are those laid across the direction of
travel. These include Stop Line, Yield (Give Way) Lines, and
Pedestrian Crossing Markings.
c. Other lines, which include Turn Lines, Parking Bays,
Painted Median Islands, and Bus & PUJ Lane Lines.
d. Other markings, which include Approach Markings to Islands
and Obstructions, Chevron Markings, Diagonal Markings,
 Markings on Exit and Entrance Ramps, Curb Markings for
Parking Restrictions, Approach to Railroad Crossings,
Messages, and Symbols and Pavement Arrows.
Types of Markings
Markings are classified into the following groups:

Object markings
a. Object within the roadway
b. Object adjacent to the roadway
Reflector markings
a. Retro-reflector raised pavement
markers b. Hazard markers
c. Delineators
Materials
Road markings should be of non-skid materials and should not
protrude more than 6 mm above the level of the carriageway.
Raised pavement markings should not protrude more than 15 mm
above the level of the carriageway. The following are the
commonly used materials for road markings:
• Paint
• Thermoplastic materials
• Pre-cut sheeting
• Raised pavement markers
Color
The color of pavement markings shall be white, except for the
alternative uses of yellow in
the following cases:
a. Double yellow “no-passing” lines
b. Unbroken portion of “no-parking” lines
c. Curb markings for prohibition of parking
d. On island in line of traffic
e. Bus and PUJ lanes
Black may be used in combination with white or yellow in
hazard markers to warn drivers at locations where the protruding
objects – such as bridge piers, traffic islands, or other
protruding objects – on or near the roadway. However, the use of
black does not establish it as a standard color for pavement
marking.
QUESTIONS:
1. Nowadays, many local government units have
been able to get support from private
companies in fabricating and installing traffic
signs at locations under their jurisdiction,
provided that the company’s logo or
identification is indicated in a certain area of
the sign (one-eighth to one-fifth of the total
surface area). Would you agree to this? Why or
why not?
2. Most international signs consist mainly of
symbols with minimum or almost no words in
them. Would you suggest putting words in
Tagalog or in any dialects in order to convey
their meaning? Why or why not?
Thank You!
COURSE OUTLINE

Reference: CHED Memorandum Order

No. 92 Series 2017
 Transportation
as a System
Prepared by:
Engr. Harold Loyd M. Ilustrisimo
Lecturer I
Principles of Transportation Engineering
CE 416

Introduction to
Transportation System
Transportation system consists of vehicles, roads
and highways, terminal facilities, and control
systems that move freight and passengers. These
systems are usually operated
according to established procedures and schedules
in the air, on land, and on water. The set of physical
facilities, control systems, and operating
procedures referred to as the nation’s
transportation system is not a system in the sense
that each of its components is part of a grand plan
or was developed in a conscious manner to meet a
set of specified regional or national goals and
objectives. Rather, the system has evolved over a
period and is the result of many independent
actions taken by the private and public sectors,
which act in their own or in the public’s interest.
Introduction to
Transportation System

A transportation system may be defined

as consisting of the fixed facilities, the
 flow entities, and the control systems
that permit people and goods to
overcome the friction of geographical
space efficiently in order to participate
in a timely manner in some desired
activity.
Components of Transportation

System A transportation

system consists of people and goods to

different components overcome the
which together allow hindrance of
geography. The
different components are: Entities
•Fixed •Control
facilities System
•Flow
 Fixed
Facilities
These are the
physical
components
of the
system that
are fixed in
space and
 constitute the
network of links
and nodes. Road,
railway track,
ocean or
waterways,
airports harbor
etc. are fixed
facilities of their
respective
modes.
Flow Entities
These are the components that traverse (travel through) the fixed
facilities. They mainly include vehicles and are considered based on
shape, size, weight, acceleration and deceleration abilities. For example,
road vehicles, trains, aircraft, ships etc.
 Vehicle Type and Size
Motor vehicles influence
the following:
1. Clearance for bridges,
tunnels, and grade
separation
2. Geometric design of
streets, roads, and
parking lots
The design of roads and
highways still requires
information about the
minimum and maximum
dimensions of vehicles
specifically allowable weights
that can pass through a
certain roadway.
MOTORCYCLE

3-AXLE, 10-TIRE SINGLE UNIT

TRUCK 4-AXLE, 12-TIRE SINGLE UNIT
PASSENGER CAR LIGHT TRUCKS TRUCK
 TRACTOR/BOB-TAIL
2-AXLE, 6-TIRE SINGLE UNIT TRUCK

RECREATIONAL VEHICLES
BUS SEMI-TRAILER FULL-TRAILER

Control System
Vehicle Control System
• refers to the technological
way in which the vehicles are
guided either automatically or
manually. Flow Control System
• consists of the means that
permit the efficient and
smooth
operation of stream of
vehicles and the reduction
of conflicts between them.
Eg: traffic control using
traffic lights, at the
intersection, road signs and
markings, air traffic control
etc. help in the smooth flow
of vehicles
Change the Transportation
System
At any point in time, the nation’s
transportation system is in a state of
Forces that equilibrium as expressed by the traffic
carried (or market share) for each
mode and the levels of service transportation system is in a constant
provided (expressed as travel state of flux, causing short-term
attributes such as time, cost, changes due to immediate revisions
frequency, and comfort).This in levels of service (such as raising
equilibrium is the result of market the tolls on a bridge or increasing the
forces (state of the economy, gasoline tax) and long-term changes in
competition, costs, and prices of lifestyles and land-use patterns (such
service), government actions as moving to the suburbs after a
(regulation, subsidy, and promotion), highway is built or converting auto
and transportation technology (speed, production from large to small cars).
capacity, range, and reliability). As
these forces shift over time, the
transportation system changes as
well, creating a new set of market
shares (levels of demand) and a
revised transportation system. For
Role of
this reason, the nation’s
Transportation in
Society
Transportation is an inseparable
part of a society. In fact, the
measure of the development of any
society is characterized by how
developed transportation system 1. Economic role
is. Advancement in transportation 2. Social role
has made a vast change in the
3. Political role
quality of life of people. Impact of
transportation can be summarized 4. Environmental role
as below:
Philippine Transportation
System
 BACKGROUND
• The Philippines, a member of the Association of Southeast Asian
Nations, is an archipelagic country consisting of more than 7,100
islands. With a total land area of about 300,000 sq. km, it has 81
provinces, 136 cities, and 1,494 municipalities (NSCB 2007). Metro Manila is the seat of the
government and the primary center of business and trade. Other urban centers include the major
cities of Cebu and Davao. The population of the Philippines is about 80 million, with a growth rate of
2.2 percent per annum.The population density stands at 227 persons/sq. km.
• Metro Manila comprises sixteen cities and one municipality (NSCB 2007). Its land area is 636 sq.
km, and it has a population of 10.4 million. This implies that about 14 percent of the country’s
population is concentrated in only 0.3 percent of the country’s land area. Its population density is
 about 16,000 persons/sq. km, one of the highest in Southeast Asia.The population growth rate is
about 3 percent, higher than the national average (ALMEC Corp. 1999).

Road Transport Network

Some 80% of domestic passenger traffic and 60% of freight traffic currently use
the road, and 75% of government expenditures on transport infrastructure goes to road
systems (Abueva 2004).
The Philippines has a total road length of about 161,000 km, with an average
road density of 0.53 km/sq. km or 2.35 km per 1,000 people. Philippine roads are
mostly made of concrete pavement. Due to heavy, overloaded trucks, pavements are
often damaged, a factor that contributes to traffic accidents. Due to a long rainy
season, floods occur throughout the Philippines, Floodwaters often cause damage to
road pavements due to inadequate drainage. There are about 11,500 bridges in the
national network (measuring about 335,500 lineal meters), of which 1,700 bridges are
temporary (DPWH 2004).
Public Transportation
The mode of public transportation in Metro Manila is predominantly
road-based, consisting largely of jeepneys and buses for primary and secondary
routes, and motorized tricycles and pedicabs for feeder routes.There are about 330
bus routes and 600 jeepney routes. These routes include those serving the
adjoining areas of Metro Manila. The jeepneys cover more than 610 km of roads
while buses operate mainly on about 350km of roads (ALMEC Corp 1999).
During rush hours, the inadequate provision of public transportation
becomes apparent. Many commuters can be seen standing on the carriageway
while waiting for buses and jeepneys. Passengers clinging to anything at the back
of jeepneys are a common sight.
Traffic Management

Traffic control devices such as

 traffic signs and markings
generally follow the international
standard, the Philippines
being a signatory to the Vienna
Convention in 1968. However, many
of the signs installed conform
neither to color nor shape as
provided for in the standard. The
number of traffic signs installed is
generally insufficient. In highly
urbanized areas, these signs can
hardly be recognized, much less
read, as they compete with giant
billboards in terms of visibility and
craftsmanship.
Traffic Management
Traffic signals are commonly installed at major
intersections in many cities and towns in the
Philippines although the number is still
inadequate. Oftentimes, these signals do not
provide display phase exclusive for
pedestrians. In Metro Manila, there is a
growing concern about the safety of
pedestrians due to the closure of
intersections and with the U-turn slot scheme
replacing the control of traffic signals.
Pedestrians have practically no opportunity to
cross the road because of the
“uninterrupted” flow of traffic. Without traffic
signals controlling the traffic flow at
intersections, driving has become riskier
because of frequent
swerving/weaving. There is an urgent need
to evaluate the effectiveness of the
scheme, which has the sole purpose of
improving speed along the arterials without
consideration of safety.

Pedestrian Facilities
Sidewalks are in relatively good
condition; however, many
obstructions can be found on them
such as illegal vendors, electrical
posts, police outpost, etc. With the
sidewalk occupied, pedestrians have
to walk on the carriageway. There
are still very few overhead
pedestrian bridges even in Metro
Manila and at places where these
have been constructed, pedestrians
still prefer to risk their lives or limbs
by
crossing the road at grade level.
 Moreover, pedestrian overpasses
are often
inaccessible to the elderly and the
handicapped.
Vehicle Registration

The registration of vehicles in the

Philippines is handled by the Land
Transportation Office (LTO), a line agency
of the Department Transportation and
Communication (DOTC). The number of
utility vehicles or jeepneys has a share of
37 percent. The number of motorcycles has
increased tremendously
in the last three years due to the influx of
cheaper models into the country. It
 reached the 1.5 million mark in 2002.
However, this number accounts for
both the motorcycles (MCs) for private use
and tricycles (TCs) for public transport
use. There is therefore a need to
separate the categories since they serve
completely different purposes.
Vehicle Registration

About 40% of the total numbers of

vehicles are registered in Metro
Manila.

Motor vehicles are classified as

 follows: ❑ Private vehicles
❑ For hire vehicles
❑ Official/Government
Vehicles ❑ Diplomatic
Vehicles
insurance to be paid to victims of
traffic accidents (fatal) was P50, 000
in 2002.

Insurance • The Insurance Surely Association of

the Philippines under the Office of
• Motor vehicle owners are required the Insurance Commissioner
to obtain insurance covering accredited 112 insurance companies
third-party liabilities. The minimum all over the Philippines by 2002. It
regulates the industry to prevent the
proliferation of fly-by-night insurance companies.
Driving License
The issuing procedure of driving license in
provided for under Republic Act (RA) 4136.

The LTO has the full responsibility for issuance

of driving licenses. There are three types of
driving licenses:
❑ Student driver’s permit
❑ Nonprofessional driver’s license
❑ Professional driver’s license
Traffic Engineering in the
Philippines
The traffic engineering practice in the
Philippines is still new. Most
intersections were previously controlled
by traffic police officers or
by manually operated traffic signals.
Outside Metro Manila, manually
operated semaphore signals
displaying STOP or GO message were
installed on top of police outposts
located at the center of the
intersection.
Traffic Engineering in the
Philippines
In 1977, the Traffic Engineering and
Management (TEAM) Project first
implemented an area traffic control
system in Metro Manila. It was almost at
the same period when the Traffic Control
Center, later renamed as the Traffic
Engineering Center (TEC), was
established. The center was responsible
for the implementation of various traffic
engineering and management measures
such as traffic signalization, geometric
improvement of intersections, etc.
Traffic Engineering in the
Philippines
In 1976, the Transport Training Center (TTC)
was established in the University of the
Philippines with assistance from Japan
through the Japan International Cooperation
Agency (JICA). TTC started its training program
in 1978 in the fields of traffic engineering,
transportation planning, and traffic
management for traffic law enforcers. TTC was
renamed as the National Center for
Transportation Studies and became a regular
unit of UP Diliman in 1993, with research and
support to graduate programs in the fields of
transportation engineering and transportation
planning as additional functions.

Thank You!
COURSE OUTLINE

Reference: CHED Memorandum Order No. 92 Series 2017

Introduction to
Transportation
Planning and
Engineering
Prepared by:
Engr. Harold Loyd M. Ilustrisimo
Lecturer I
CE 416 – Principles of Transportation Engineering
Introduction
Transportation is essential for a nation’s
development and growth. In both the public and private
sector, opportunities for engineering careers in
transportation are exciting and rewarding. Elements
are constantly being added to the world’s highway, rail,
airport, and mass transit systems, and new techniques
are being applied for operating and maintaining the
systems safely and economically. Many organizations
and agencies exist to plan, design, build, operate, and
maintain the nation’s transportation system.
 Transportation Planning

The process of transportation planning involves the elements

of situation and problem definition, search for solutions and
performance analysis, as well as evaluation and choice of project.
The process is useful for describing the effects of a proposed
transportation alternative and for explaining the benefits to the
traveler of a new transportation system and its impacts on the
community. The highway and traffic engineer is responsible for
developing forecasts of travel demand, conducting evaluations
based on economic and noneconomic factors, and identifying
alternatives for short-, medium-, and long-range purposes.
Basic Elements of Transportation Planning
TRANSPORTATION AND
TRAFFIC ENGINEERING
PRACTICE
Transportation Engineering is a
field or branch of Civil
Engineering that deals with the
application of technology and
scientific principles to the
planning, functional design,
operation, and management of
facilities for any mode of
transportation in order to
provide for the safe, rapid,
comfortable, convenient,
economical, and
environmentally compatible
movement of people and goods.
TRANSPORTATION AND
TRAFFIC ENGINEERING
PRACTICE
Traffic Engineering is that
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 relationships with
other modes of transportation
(Evans 1950).
TRANSPORTATION AND
TRAFFIC ENGINEERING
PRACTICE
In the United States, it
was in 1921 when the
title “Traffic Engineer”
was first recognized,
although several traffic
engineering-related
activities were already
going on.
QUESTIONS:
1. To illustrate the importance of transportation in our
national life, identify a transportation-related article that
appears in a local or national newspaper. Discuss the
issue involved and explain why the item was newsworthy.
2. How would your typical day be changed without
availability of your principal mode of transportation?
Consider both personal transportation as well as goods
and services that you rely on.
3. Identify one significant transportation breakthrough
event that occurred in the Philippines. Discuss the
significance of this event.
Thank You!