COURSE OUTLINE

Reference: CHED Memorandum Order No. 92 S

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
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
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!
COURSE OUTLINE

Reference: CHED Memorandum Order No. 92 S

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
 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
different
components
•Fixed facilities
which together
allow people and •Flow Entities
goods to
overcome the
hindrance of
•Control
geography. The
different System
components are:
 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
 MOTORCYCL PASSENGER LIGHT
CAR TRUCKS 2-AXLE, 6-TIRE SINGLE UNIT
E TRUCK

3-AXLE, 10-TIRE SINGLE UNIT 4-AXLE, 12-TIRE SINGLE UNIT

TRUCK TRACTOR/BOB-TAIL
TRUCK

SEMI-TRAILE FULL-TRAILE BUS RECREATIONAL VEHICLES

 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
 system is in a state of equilibrium as expressed by
the traffic carried (or market share) for each mode
and the levels of service provided (expressed as
travel attributes such as time, cost, frequency, and
comfort). This equilibrium is the result of market
forces (state of the economy, competition, costs,
and prices of service), government actions
Forces that (regulation, subsidy, and promotion), and
Change the transportation technology (speed, capacity, range,
Transportation and reliability). As these forces shift over time, the
transportation system changes as well, creating a
System new set of market shares (levels of demand) and a
revised transportation system. For this reason, the
nation’s transportation system is in a constant state
of flux, causing short-term changes due to
immediate revisions in levels of service (such as
raising the tolls on a bridge or increasing the
gasoline tax) and long-term changes in lifestyles and
land-use patterns (such as moving to the suburbs
 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 is. Advancement
in transportation has made a vast
Role of change in the quality of life of people.
Transportation Impact of transportation can be
summarized as below:
in Society
1. Economic role
2. Social role
3. Political role
4. Environmental role
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
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
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
 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
 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
 • Motor vehicle owners are
required to obtain insurance
covering third-party liabilities.
The minimum insurance to be
Insurance paid to victims of traffic
accidents (fatal) was P50, 000 in
2002.
• The Insurance Surely Association
of the Philippines under the
Office of the Insurance
Commissioner accredited 112
insurance companies all over the
Philippines by 2002. It regulates
the industry to prevent the
 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
Thank You!
COURSE OUTLINE

Reference: CHED Memorandum Order No. 92 S

Traffic Management
Prepared by:
Engr. Harold Loyd M. Ilustrisimo
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
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
VEHICLES
/HUMAN
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,
dimension, symbols, wording, lettering, and
illumination or reflectorization.
SHAPE
Shapes of signs are standardized as follows:
a) Equilateral triangular shape with one side
horizontal shall be used for danger warning
Elements
signs.
b) Round shape shall be used for regulating
of Design
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
Elements
and YIELD signs shall have a blue background
and white symbols.
 STOP signs shall have a red background and
of Design
white symbols.
 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 or
black) background or a blue or dark-colored
symbol on a white or light-colored background.
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 signs are of four sizes
based on the speed of the facility as follows:
Elements
a. A for urban low-speed roads
b. B for rural roads with speed limits between 60 kph
and 70 kph
of Design
c. C for high-speed rural highways
d. D for expressways
 Illumination and Reflectorization
Signs are intended to convey messages during
both daytime and night time. During hours of
darkness, this can be achieved through
illumination or by using reflective materials for
Elements of signs.

Design
Lateral Placement
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
guideposts, or face of guardrails. The clearance
should not be less than 2 m nor more than 5 m
from the edge of the travelled way, except for
large guide signs on expressways where ample
clearance may be required.
 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

Elements of distance given for rural areas shall be

used.

Design 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 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, the signs should be mounted at a minimum of 2 m
above the top of the curb to prevent obstructions to
pedestrians.
 Lateral Placement and Height
Elements of
Design
Elements of Location of advance warning signs

In urban areas, warning signs should be placed

Design 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.

INTERNATIONAL
STANDARD
TRAFFIC SIGNS
Priority Signs
INTERNATIONAL STANDARD
Priority signs have various forms. The
two most commonly used priority TRAFFIC SIGNS
signs are the STOP
and YIELD signs
INTERNATIONAL STANDARD
TRAFFIC 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
INTERNATIONAL STANDARD
TRAFFIC SIGNS

Obligatory Signs
The obligatory signs are round and in
blue colors.
INTERNATIONAL STANDARD
TRAFFIC SIGNS

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.
INTERNATIONAL STANDARD
TRAFFIC SIGNS

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.
INTERNATIONAL STANDARD
TRAFFIC SIGNS

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:
PAVEMENT
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).
MARKINGS
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
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
PAVEMENT
As in the case with all other traffic control
devices, it is imperative that markings be
uniform so that they may be recognized and
MARKINGS
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
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,
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
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
 URBAN
TRANSPORTATION Prepared by:
Engr. Harold Loyd Ilustrisimo
Lecturer I
PLANNING CE 416 – Principles of Transportation Engineering

CONCEPTS
 URBAN TRANSPORTATION
PLANNING
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.
SHORT-TER
M PROJECTS
❑ 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
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
PLANNING – LEVEL COST
ESTIMATION
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?
ROUTE
PLANNING
PUBLIC
TRANSPORT
ROUTE
PLANNING
PROCESS Suggested Readings:
Chapter 4: Route Planning
Local Public Transport Route Plan Manual
DOTR, DILG, LTFRB
 TRAFFIC FLOW
FUNDAMENTALS
FLOW RATE OR
VOLUME
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 COUNT

Car / Van 420

Jeepney 300
Bus 16
Truck 28
Estimate the flow rate in vehicles per hour.
FLOW RATE OR
VOLUME
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 COUNT

Car / Van 420

Jeepney 300
Bus 16
Truck 28
Estimate the flow rate in vehicles per hour.
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.
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
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
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.
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
Density is defined as the number of vehicles in a given length of road at an
instant point in time.
TIME HEADWAY
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.
Example:
During morning peak hour, the average
headway of UP-Katipunan jeepneys is
estimated at 5 minutes. If the passenger
demand during the same period is 240,
determine whether there is a need to
increase the number of jeepney units (or
shorten the headway) for this route.
Assume that passenger demand is evenly
distributed within that period and the
average load/occupancy is 14 passengers
per jeepney. (Note: This assumption may
not necessarily be true due to fluctuation
of passenger demand and variability of
passenger occupancy.)
TIME HEADWAY
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.
Example:
During morning peak hour, the average
headway of UP-Katipunan jeepneys is
estimated at 5 minutes. If the passenger
demand during the same period is 240,
determine whether there is a need to
increase the number of jeepney units (or
shorten the headway) for this route.
Assume that passenger demand is evenly
distributed within that period and the
average load/occupancy is 14 passengers
per jeepney. (Note: This assumption may
not necessarily be true due to fluctuation
of passenger demand and variability of
passenger occupancy.)
SPACING
Spacing is the distance between two vehicles measure from the front bumper of
a vehicle to that of another.
Example:
During heavy traffic congestion, it was
observed that the average spacing of
vehicles in queue in the innermost lane of
EDSA is 6.5 m. Determine the jam density
of stopped vehicles.
SPACING
Spacing is the distance between two vehicles measure from the front bumper of
a vehicle to that of another.
Example:
During heavy traffic congestion, it was
observed that the average spacing of
vehicles in queue in the innermost lane of
EDSA is 6.5 m. Determine the jam density
of stopped vehicles.
RELATIONSHIP OF FLOW, SPEED, AND
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.
Volume-speed-dens
ity relations for the
inner lane of South
Luzon Expressway
SPEED – DENSITY
RELATIONS
Example:
Data on density and speed were obtained
from a four-line, two-way rural highway (in
one direction only):

DENSITY, veh/km SPEED, kph

75 45
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, veh/km SPEED, kph

75 45
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, veh/km SPEED, kph

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.
Example:
Using the results of the previous example,
determine the free flow speed and jam
density.
VOLUME – DENSITY VOLUME – SPEED
RELATION RELATION
RELATIONSHIP OF FLOW, SPEED, AND
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.
SPEED – DENSITY RELATIONS
Example:
In the previous example, determine the
capacity of the rural highway in one
direction.
Example:
In the previous example, determine the
capacity of the rural highway in one
direction.
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
Principles of Transportation Engineering
Forecasting Travel Demand
❑ 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.
Demand Forecasting Approach
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
Transportation
Facilities and
Factors Influencing Services “Supply”
Travel Demand
 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
set of land use conditions.
 Trip Generation
❑ 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
attractions.
 Cross-Classification
❑ 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
 AUTO OWNERSHIP

0 1 2+
HOUSEHOLD SIZE

3+

AUTO OWNERSHIP

0 1 2+
HOUSEHOLD SIZE

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 household.
 AUTO OWNERSHIP

0 1 2 3

HH Trips HH Trips HH Trips HH Trips

CLASSIFICATION

Low
INCOME

Medium

High

AUTO OWNERSHIP

0 1 2 3
CLASSIFICATION

Low
INCOME

Medium

High
 Rates Based on Activity Units
❑ 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
rate in trips per employee by type of work and type of employee.
 NON-RETAIL EMPLOYEE RETAIL EMPLOYEE

HOME-BASED WORK

HOME-BASED OTHER

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

Reference: CHED Memorandum Order No.

92 Series 2017
 Trip
Distribution
Prepared by:
Engr. Harold Loyd M. Ilustrisimo
Instructor I
CE 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 methods by which this connection can be achieved.
1. Growth factor method
🞇 Constant factor method
🞇 Average factor method
🞇 Fratar method
🞇 Furness method (double constrained)
2. Synthetic Methods
🞇 Gravity model
🞇 Opportunity model
 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:
Floor Space Distance from Zone A
Shopping Center
(in 1000ft2) (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.
Time
Determine the number of zone-to-zone trips through two iterations. F
(mins)
Zone 1 2 3 Total 1 82
Trip Production 140 330 280 750 2 52
Trip Attraction 300 270 180 750 3 50
Table 4.2a. Trip Productions and Attractions for a Three-Zone Study Area
4 41
Zone 1 2 3 5 39
1 5 2 3 6 26
2 2 6 6 7 20
3 3 6 5 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
 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.
Time
Determine the number of zone-to-zone trips through two iterations. F
(mins)
Zone 1 2 3 Total 1 82
Trip Production 140 330 280 750 2 52
Trip Attraction 236 347 201 784 3 50
Table 4.2a. Trip Productions and Attractions for a Three-Zone Study Area
4 41
Zone 1 2 3 5 39
1 5 2 3 6 26
2 2 6 6 7 20
3 3 6 5 8 13
Table 4.2b. Travel Time between Zones (mins)
Table 4.2c. Travel Time versus F
 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
EXAMPLE
Thank You!