Republic of the Philippines

CAGAYAN STATE UNIVERSITY

Carig Campus
College of Engineering and Architecture
Gmelina Road, CSU Carig compound, Carig Sur
Tuguegarao City, 3500, Cagayan

Engr. Ralph S. Reyes, CE

Instructor, CSU Carig Campus
College of Engineering and Architecture
Transportation engineering is a branch of civil
engineering that is involved in the planning,
design, operation, and maintenance of safe and
efficient transportation systems.
Operations and management involve traffic
engineering, so that vehicles move smoothly on
the road or track. Older techniques include signs,
signals, markings, and tolling.
The modes of transportation is categorized into
three namely land transportation (roadways &
railways), Water transportation (waterways & ports).
Air transportation (airports, airways) and intermodal
operations. These systems are typically large and
expensive.
The transportation operations pathway
includes workers who drive or pilot the vehicles that
transport people or freight to ensure that passengers
or cargo are transported safely and on time.
What is an efficient transport system?
-Efficient transportation systems enable
the movement of people and goods
while minimizing time, cost, and energy.
The main purpose of transportation?

-The specific purpose of transportation is to fulfill a

demand for mobility since transportation can only
exist if it moves passengers, freight, and information
around. It enables trade, commerce, and
communication that establish civilization. Its good
planning that manages traffic flows and enables the
undisturbed and steady movement from one place to
another.
What is the difference between
transport and transportation?
-Transport is an uncountable noun. Don't refer to a
single vehicle as `a transport'. British speakers also
use transport to refer to the moving of goods or
people from one place to another.

American speakers usually use transportation to

refer both to vehicles and to the moving of goods
or people.
HIGHWAY AND RAILROAD ENGINEERING
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Overview

In this module the students are expected gain

knowledge and understand the different concepts,
methods, approaches and underlying principles
for the design and control of the elements of road
and railroad infrastructure. It is also imperative that
the students become familiar with transportation
terminology, elements of road and railroad
engineering, flow analysis and aspects of road
geometrics, road construction, drainage,
pavement and maintenance.
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Objective

At the end of the course, the student must be able to

 Understand the background of transportation in the
country.
 Demonstrate knowledge and understanding of the
concepts, principles and approaches in highway and
railroad engineering.
 Know the different construction techniques for highway
and railroad engineering.
 Demonstrate the skills and ability in road/highway
designing.
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UNIT 1. INTRODUCTION TO HIGHWAY

AND RAILROAD ENGINEERING
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LESSON 1:

HISTORY OF HIGHWAY AND

RAILROAD ENGINEERING
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INTRODUCTION.
Roads has different form from the simplest, human pathway,
to the most common highway roads has been used from
prehistoric times till present day. Other enhance roads are railroad
track and the invisible routes in the sky. Road construction and
other mode of transport has been part of our day to day activities
being an inseparable part of our economy and development.
Therefore, having safe and efficient system for transportation is
needed for a sustainable development of regional or national
economy. In this unit, you are introduced to the timelines and
history for basic road construction that will help you understand
the concepts and approaches in highway and railroad
engineering. Moreover, you are able to expand your knowledge
and understanding of highway and railroad engineering, as
required.
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EARLY LAWS that Regulates

Roadways
 Saxon Laws
1. To Repair the roads and bridges
2. To repair castles and garrisons
3. To aid Repel of invasion

 After Roman conquest of England, It was decreed

1. The king’s Highway is sacred. Roads are for public use.
2. Properties adjoining the roads were required to drain the
road. Clip any bordering hedges, refrain from plowing and
planting trees.
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 HISTORY OF ROAD
CONSTRUCTION
 Traces of early roads have been found since the recorded
history of the man kind.
 The first and oldest mode of travel obviously was foot path.
 Before invention of wheel, people used to move on foot, thus
creating foot paths.
 Men and material must have been transported either on backs
of men or animals.
 The pioneers in Road construction were the romans – they
constructed in large scale and it radiated in may direction to
help them in military operations.
 The historical road development can be divided in to the
following era :
 Early/ Basic roads
 Roman roads
 Modern roads
 EARLY/BASIC ROADS

 1900 BC – Assyrian empire

 The first mode of transport is by foot. Human Pathways
have been Developed.
 The 2nd mode of transport was by use of animals to
transport men and materials.
 Then invention of wheel in Mesopotamia led the
development of animal drawn vehicles.
 EARLY/BASIC ROADS

 The needs of road started from the invention of wheel in Samaria in 3000
BC. Among the early road inventions in many parts of the world were :
•China Dynasty – ‘China Silk Route’ was the first road built around 2600
BC. The road was used to transport silk and elephant tusks between
China and India
•Persian Empire – Big trade involving import and export such as silk,
porcelain and wood crafts between China and Europe.
•Britain – ‘Raft Road’ believed was built around 2500 BC
•India – Indus Valley where roads made of bricks with drainage system
equipped with pipe
•Mesopotamia and Egypt – Brick road and asphalt road was found in
Babylon and mountainous area of Mesopotamia. In Egypt, the road
was built to transport block of rock to construct pyramid
PLANK ROAD
ROMAN ROADS

•Roman’s developed very elaborate system of roads mainly for

the purpose of military movement.
•They constructed in all about 400, 000 kilometers of road,
extending in whole of their empire.
•An Important road constructed by Romans in 312 B.C called
Appian way is still in existence in Rome.
ROMAN ROADS

 Fundamentals for good road construction

1. Good drainage
2. Good materials
3. Good Workmanship
.
 ROMAN ROADS

The main characteristics of

Roman roads were as
follows:
–They are very thick. Total
thickness of the road
varied from about 0.7 m to
as much as 1.2 m.
–They were straight,
without any regard for
gradient. Probable reason
for straightness may be
their main use for army.
–Roads were not built on
soft soil formations but on
hard stratum reached
after excavation.
ROMAN ROADS
 FRENCH ROADS
•Era of Napoleon – next Major road development occured
 FRENCH ROADS

 French road characteristic

1. Used a cheaper method.
2. Used 200mm pieces of quarried stones topped with smaller
pieces of broken stones - compacted
3. Topped with 25mm thick broken stones for a levelled
surface.
4. Crowning, trench was provided to keep running water
.
 BRITISH ROADS

 John Mac adam – introduce the first scientific Road

construction method. Stone Size was an important element in
macadam road.
 British road characteristic
1. 250mm thick layer of well compacted broken stones
 MODERN ROADS

 17th Century – Napoleon The Great, France Made a great stride on road
building/construction.
 In eighteenth century, improved construction methods for roads again
began to develop. Mr. Pierre Marie Tresaguet, considered as the father of
Modern Road building, he developed an improved method of
construction in 1764 in France.
 •At the time when Mr. Pierre Tresaguet was busy in developing his road
construction method, Mr. John Metcalf was engaged in his development
in England.
 •Metcalf constructed about 290 Km road in northern region of England.
Since Metcalf was blind, his work was not recorded and thus got lost.
 MODERN ROADS

 John Louden Mac Adam (1735 – 1836), another famous road builder
and contemporary of Telford.
 Thomas Telford (1757-1834). President and founder of Institute of Civil
Engineer, Introduced some improvements in the construction methods of
Tresaguet.
 Telford and Macadam were the pioneers in road development in
England. Telford believed in using heavy foundation stones over the soil
sub-grade, while Macadam advocated the use of compacted crushed
aggregate layer at the bottom.
 Macadam’s method of road construction is still in used and is named
after his name.
ROAD DESIGNERS

 The developments of road building equipment's enhances

the development of roads in Europe.
Eli Blake – Invented Stone Crusher
Aveling and Porter - Steam Road Roller

 Among the famous road designers in 18th Century were :

•Robert Philips
•Pierre Tresaguet
•John Metcalf
•Thomas Telford
•John Macadam
ROBERT PHILIPS

The frontier of road design.

In 1736, he suggested that a layer of gravel placed on
road base with good drainage would be compacted by
traffic and become hard surface
 TRESAGUET’S
ROAD

•Mr. Pierre Tresaquet was inspector general of roads in France

from 1775 to 1785.
•He developed an improved method of road construction.
•The main feature of his work was that the thickness of the
road was about 30 cm.
•He also made consideration of sub-grade moisture and
drainage from the surface.
•He also emphasized the need for continuous maintenance of
road to keep it in good shape.
•At the time of Napoleon, quite elaborate road system was
developed in France mainly for use of military adventures.
 JOHN METCALF

•He was working in England at the time when Tresaquet was busy in
France.
•He experimented road construction with a graded mixture of
earth and gravel.
•Since Mr. Metcalf was blind, his work could not be recorded.
•But it is believed that he was following the procedure outlined by
Robert Philips in 1737.
•Robert Philips method consisted of laying gravel layer upon a well
drained and dried sub-grade.
•Gravel layer was used to be compacted in due course of time, by
the action of the traffic using road.
•Metcalf constructed about 290 Km of road in northern parts of
England
 Thomas Telford

•Thomas Telford was Scottish road engineer and founder of the

institution of civil engineers.
•He used big size stones in foundation wearing from 17 – 22 cm to
develop a firm base.
•He also provided cross drains under foundation layer to keep the
sub-grade in dry condition.
•He proposed provision of cross drains at intervals of about 90 m.
•Total thickness of road advocated by him was about 38 cm.
 John Macadam

•He, for the first time put forward entirely new concept of road construction
in 1827.
•He was a Scottish engineer and was surveyor general of roads in England.
•Important characteristic of his concept are as follows:
–It was he who for the first time recognized the importance of sub-grade
compaction and drainage. To affect speedy surface drainage he
recommended suitable cross slope for the sub-grade.
–It was he who realized for the first time that heavy foundation stones are
not at all necessary. If sub-grade is prepared properly and kept well
drained it can be very well bear the traffic load transmitted to it through
foundation layer, having smaller compacted thickness of small size broken
stones. He was of the opinion that a broken stone layer of few centimeter
thickness can sustain must heavier load than a thick layer of big size stones.
–Size of the aggregate to be used in wearing course was decided
according to requirements of stability under the effect of vehicles.
 Comparison between Telford and Macadam
roads

 Telford roads are costlier than Macadam roads.

 In the case of Telford construction, sub-grade was kept horizontal
due to which drainage of sub-grade was not proper. In the case of
Macadam construction sub-grade was given 1 in 36 cross slope. This
aspect helped in better sub-grade drainage.
 Large size stones were adopted by Telford for foundation. Size of
stone varied from 17 cm near edges to 22 cm at the centre of the
road. In the case of Macadam roads 5 cm was the maximum size of
the aggregate used for foundation layer. In Telford roads, camber
given was 1 in 45 while in Macadam it was 1 in 36.
 Comparison between Telford and Macadam
roads

 Cross slope in Telford using smaller size stones at the edges and
large size stones at the centre of the width-developed roads.
Thicknesses of subsequent intermediate and surfacing layers, is kept
constant for the full width of the road. In Macadam roads, required
camber was given to the sub-grade itself and all the subsequent
layers of aggregate including foundation layer of uniform thickness
for the whole of the width of the road.
 Telford construction is carried out in four layers namely foundation
layer, two layers of intermediate coat and 4 cm thick wearing top
layer. Macadam construction is done in three layers. Two layers
each of 13 cm compacted thickness as foundation layers and 5 cm
thick surfacing layer.
 Comparison between Telford and Macadam
roads

 Telford’s foundation layer, being of larger sized stones, behaved like

semi flexible road but Macadam’s base was yielding type and
hence Macadam roads behaved like fully flexible roads.
 Total thickness of road structure was about 40 cm in case of Telford
but only about 25 cm in case of Macadam.
LESSON II

HISTORY OF ROADS IN THE

PHILIPPINES
 HISTORY OF ROAD IN THE
PHILIPPINES

 Department of Public Works and Highways or DPWH has been

long withstanding as the infrastructure arm of the Philippines. It
started during the Spanish Colonial Era. t was in 1900s when the
transportation depended on roads. At this period, the
construction of highways in the Philippines seemed to be
impossible. It was during in the American Period when the
roadways were developed in the Philippines.
 Just like any other government agencies, its development
depended on the administration as result of changing of
administration policies and organization structure.
 It was Maximo Paterno who was the first Minister of Ministry of
Public Works and Communications (1899). Since then, it has
developed and replicated modern engineering technologies that
ensures safety standards in infrastructure buildings.
 HISTORY OF ROAD IN THE
PHILIPPINES

 During 1900, transportation depended largely on trails,

waterways, railroads, earth roads and partially gravel roads.
 The American government initiated the development of
roadways in the Philippines – connecting towns, cities and
provinces – macadam road type was introduces since
stones and gravel is abundant.
 After 2nd world war, the Philippine rehabilitated and
reconstructed roads and bridges through reparation and
using war damage given by the Japanese Government.
Aids and grants from US Were also Used.
 The year 1960 – 1980 , was considered automobile age.
Vehicles became a necessity for survival. Roads
construction became a matter of priority. “This Nation is on
Wheels
 EDSA in 1950s

Ayala Avenue in 1950s

DPWH ROAD CLASSIFICATION
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Definition of Terms

Roads and Highways Roads Highway

– defined as strips of a – are structure that link – Term used in
land that have been barangays and cities in the England to describe a
cleared, or improved country and serve as public road built by
for the movement of medium in transporting digging ditches on
the people, goods and goods and commodities both sides and heaping
from one location to another up earth in the middle
other commodities.
and as a communication link creating a way higher
that brings economic than the adjacent land,
development to a nation. a higher state of
Has somewhat broader development than
application in usage while road.
generally used to describe a
public thoroughfare.
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Definition of Terms

Expressway Freeway – an Control of access –

– is a divided arterial expressway with full a condition where
highway for through control of access. the rights of owner
traffic with full or partial or occupants of
control or access and Full control of access adjoining lands of
generally provided with – the Authority to access to lights, air
separation at major control access is or view in
intersections. This are
exercised to give connection with a
controlled access highway is fully or
preference through
highway network that partially controlled.
traffic by providing
are managed by
DPWH or operated by
access connections to
private entities/firms. selected public roads
only.
.
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Definition of Terms

Through Street or Parkway Arterial Street

through Highway – – an arterial highway – an arterial route that
every highway or for non-commercial carries traffic to the
portion on which traffic with full or partial nearest access point
vehicular traffic is control of access or through traffic.
given preferential usually located within a Often serves as the
right of way, and at park or ribbon park like most advantageous
which vehicular traffic development. routes for relatively
from intersecting long distance travel.
highways is required
by law to yield right of
way to vehicles on
such through highway
in obedience to either
stop sign or yield signs
erected thereon.
.
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DPWH is responsible for
planning, designing,
constructing, and
maintaining
infrastructures such as
road networks, bridges,
and a lot more gearing
towards sustainable
growth and
development of the
country.
DPWH has also set the
classification of roads
and highways. The table
below explains it.
 Common Last updated 24-1-
Area code 63 abbreviation 2016
RP
Road class Syntax explan Administrative Sub classes Zones
ation subordination

Asian highway AH26 Asia See Asia

Expressway E[1-5] national Sequential

National primary N[0-9]<1-2> national 1-10 Sequential

road [5-8][0-9] Clustering
National N[0-9]<3> national 1-d Determined Sequential
secondary road by first digit per
(sub)zone
Radial Road R[0-9]<1-2> Manila sequent
ial,
togethe
r form a
spider-
web
Circumferential C[1-7] Manila
Road

See tables(xls)
 Philippine Route Numbering System (RNS) is used to
simplify and rationalize navigation along those
national roads.
Three major classification of Roads.
 National Primary (N1 – N49 for main routes connecting
3 or more cities, N50-N99 for other primary routes
connecting two cities) – 42
 National Secondary (N100-N999) – 325
 National tertiary
AH26 – Pan Philippine Highway “Maharlika highway”
which spans from Laog to Zamboanga, “AH” means
Asian Highway and spans 3000 km.
As of 2018,
 Philippine highway network has:
 Concrete Roads = 21,181.42 Kilometers.
 Asphalt Roads = 9,853.88 kilometers
 Gravel Roads = 1,779.04 kilometers
 Earth roads/unpaved road = 53.72 kilometers
 Total Length = 32,868.06 kilometers
 : in extent of road network in the Philippines
compared to neighboring countries we are better
but in percentage of good condition, the country
lags behind its neighbors.
 This led to the increase in
1. Control of vehicles – for optimal use of transport
infrastructure.
2. Various control measures like traffic signals,
roundabouts, limiting seeds at certain areas
History: The old per-island system was introduced by the Americans probably in the early 20th century. In the 1960s it was
more or less officially abolished, but some road maps still show the numbers even in 2015. In 2006 a new numbering system
was proposed but this was probably never signposted. In 2014 a new system was finally introduced and some signs
appeared. Examples of numbers in the three systems:
Island Section Old number 2006 proposal 2014 system

Luzon Laoag - Gataran 3 1 1

Luzon Aparri - Gataran 5 155 101
Luzon Laoag - San Fernando - Agoo - 3 2 2
Rosario - Urdaneta - Tarlac -
Angeles - San Fernando - Manila
Luzon Gataran - Tuguegarao - San Jose - 5 1 1
Cabanatuan - Guiguinto
Luzon Bontoc - Baguio 11 100 204
Luzon Baguio - Rosario 11 100 54
Luzon Bugallon - Tarlac 13 5 55
Luzon Bugallon - Alaminos - Olongapo 7 200 306
Luzon Olongapo - San Fernando 7 7 3
Luzon San Fernando - Gapan 10 7 3
Luzon Tagudin - Cervantes - Sabangan 4 125 205
Luzon Manila - Santo Tomas - Tiaong - 1 1 1
Lucena - Calauag
Luzon Kawit - Naic 25 311 402
Luzon Santa Rosa - Tagaytay - 325 420
Luzon Santo Tomas - Lipa 19 9 4
Luzon Calauag - Tagkawayan - Sipocot - 1 68
Luzon Santa Elena - Daet - Sipocot 1 340 1
Luzon Pili - Tigaon - Legazpi 27 345 630
Luzon Sipocot - Naga - Legazpi - Matnog 1 1 1
Samay Catarman - Laoang - Taft 3 450 670
Samay Wright - Taft 3 455 674
Panay Nabas - Ivisan 1 375 503
Panay Nabas - San Jose - Iloilo 1 375 501
Panay Roxas - Ivisan - Iloilo - 10 5
Panay Roxas - Pilar - Zarraga 2 380 505
Cebu Bogo - Cebu City - Santander 1 15 8
Bohol Trinidad - Clarin - Tagbilaran - 4 435 850
Loay
Bohol Trinidad - Carmen - Loay 3 441 852
Bohol Trinidad - Ubay - Loay 1 435 850
Mindanao Dapitan - Oroquieta - Ozamis 7 510 79
Mindanao Iligan - Malabang 1 21 77
Mindanao Surigao - Davao - Digos 1 1 1
Mindanao Cotabato - General Santos 5 1 1
Mindanao Iligan - Ampayon 1 19 9
Mindanao Bugo - Maramag 3 22 10
Mindanao Maramag - Kabacan 3 23 943
Philippine Trivia Facts
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LESSON III.
PHILIPPINE BACKGROUND IN TRANSPORTATION
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INTRODUCTION.
The very first problems in the Philippines to receive attention
after American took over was that of roads and trails. The need
for open routes in every part of the archipelago was then essential
for communication, transport of products, thus a comprehensive
road development was laid down by the Director of Public Works.
The Philippines consist of individual islands located at the
Southeast Asian region with a total area of around 300,000 square
kilometers. The seat of governance and center of business and
trade is at Metro Manila, being the capital city of the country.
According to latest United Nations data as of September 2021,
Philippine population is around 111 million with a growth rate
1.30% per year.
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ROAD TRANSPORT NETWORK

Roughly 80 percent of domestic passenger

traffic and 60 percent of freight traffic currently use
the road, and 75 percent of government
expenditures on transport infrastructures goes to
road systems (Abueva 2004). The Philippines has a
total of 161,000 km of road length with an average
road density of 0.53 km/sq km or 2.35 km per 1000
people. 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).
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ROAD TRANSPORT NETWORK

Public Transportation
The mode of public transportation in the Philippines is predominantly road-
based, consisting largely of jeepney, busses, tricycles and other non-motorized
vehicles.
Traffic Management
Traffic control devices such as traffic signs and markings generally follow
the international standard, the Philippines being a signatory of the 1968 Vienna
Convention.
Vehicle Registration
The registration of vehicles in the Philippines is handled by the Land
Transportation Office (LTO), an agency regulated by the Department of
Transportation (DoTr). The figure below shows the number of motor vehicles
registered for the year 2017-2019
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ROAD TRANSPORT NETWORK

Classification of Motor Vehicles

 Private Vehicles - refers to motor vehicles owned by private
individuals or companies and are not intended to be used for-
hire.
 For-Hire Vehicles- refers to motor vehicles authorized to be used
as public vehicles by virtue of a franchise granted by the Land
Transportation Franchising and Regulatory Board (LTFRB).
 Official/Government Vehicles- refers to motor vehicles owned by
the Philippine government.
 Diplomatic Vehicles- refers to motor vehicles owned by foreign
government or by their diplomatic officials in the Philippines.
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LESSON IV.
TRANSPORTATION ENGINEERING PRACTICE
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INTRODUCTION.
Transportation engineering is a field of the civil engineering
that build systems like railways, subways, roads and bridges that
are used to travel or move into other destinations with application
of technology and scientific principles of planning and design.
Safety and capacity are major considerations of
transportation engineers, “Loadings Computation “.On the other
hand, traffic engineering is that phases 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).
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 In 1930, the Institute of Traffic Engineers (ITE) was founded, and traffic
engineering as a profession was finally officially established and defined. The society
played a key role in promoting the profession through advanced training, research
studies, standardization, laws, and application of traffic engineering techniques (Evans
1950).
 ORGANIZATIONS FOR
TRANSPORTATION ENGINEERING

American Association of State Highway and

Transportation Officials (AASHTO)
This organization foster the development,
operation and maintenance of a transportation
system.

Institute of Transportation Engineers (ITE)

International educational and scientific
association of transportation professionals who
are responsible for meeting mobility and safety
needs.
 ORGANIZATIONS FOR
TRANSPORTATION
ENGINEERING

EASTS (Eastern Asia Society for Transportation Studies)

It was founded in November 1994 as a result of the significant meeting
held in Kawana, Japan with experts in transportation coming from 13
countries/regions in Eastern Asia. As of September 2019, the member domestic
societies join from 19 countries/regions: Australia, Cambodia, China, Hong
Kong Indonesia, Japan, Korea, Lao PDR, Malaysia, Mongolia, Myanmar,
Nepal, New Zealand, Philippines, Singapore, Sri Lanka, Taiwan, Thailand and
Vietnam. We encourage more countries/regions to become member domestic
societies and more individual members. The primary objectives of the Society
are to foster and support excellence in transportation research and practice and
to stimulate professional interchange in all aspects and modes of transportation.
Under the objectives, the Society is composed of transportation science societies
(called “member domestic societies “) in Eastern Asia and individuals from
other countries.
 ORGANIZATIONS FOR
TRANSPORTATION
ENGINEERING

Transportation Science Society of the Philippines (TSSP)

The Transportation Science Society of the Philippines (TSSP) was
formally established on 22 September 1993, where the
organization was incorporated with the Securities and Exchange
Commission (SEC). Prior to the formal establishment of the society,
the idea of an organization of professionals and academics in the
field of transportation in the Philippines was conceived much
earlier. A group of Japanese professors led by Dr. Shigeru Morichi
was then on assignment in the country as Visiting Professors from
their respective universities as part of a bilateral project supported
by the Japan International Cooperation Agency (JICA) to train
more Filipinos in the field of transportation, and establish the first
post-graduate program.
 PRACTICE IN THE
PHILIPPINES

Transportation engineering is still paving its way to development.

Previously and until today, intersections were controlled by traffic police
officers or by manually operated traffic signals. Manually operated
semaphore signals displaying STOP or GO message were installed on top
of police outposts located at the center of the intersection. 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.
 PRACTICE 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.
 LEGISLATIVE FRAMEWORK IN THE
PHILIPPINES

Republic Act 4136, otherwise known as the Land Transportation and Traffic Code,
provides for the system of registration of motor vehicles, checks on accessories of
vehicles, and defines road traffic rules and regulations.

Commonwealth Act 146, otherwise known as Pubic Service Act, rests on the regulatory
body (LTFRB) the power to compel any public service provider to furnish safe,
adequate, and proper service as regards the manner of furnishing the same as well as
the maintenance of necessary materials and equipment.

Executive Order (EO) 125, reorganized the then Ministry of Transportation and
Communications into a Department and defined its powers and functions, including the
establishment of the Land Transportation Office as the sectoral agency responsible for
implementing and carrying out policies, rules, and regulations governing the land
transportation system of the country.
 LEGISLATIVE FRAMEWORK IN THE
PHILIPPINES

Executive Order (EO) 202, created the Land Transportation Franchising

and Regulatory Board with the main function of regulating the land
transport industry pursuant to the Public Service Act.

Republic Act 6975, established the Department of the Interior and Local
Government (DILG), including the creation of the PNP under which the
Traffic Management Group has been reorganized as the traffic
enforcement arm of the PNP covering national roads.
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LESSON V.
FUNDAMENTALS IN TRAFFIC MANAGEMENT
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INTRODUCTION.
Transportation engineering has four classification which are
roadways (highways), railroads, waterways and airports which are
generally for transport of people and materials from one place to
another. The purpose of a transportation system is to coordinate
the movement of people/population mobility, goods and vehicles
in order to utilize routes most efficiently. When implemented,
transportation systems seek to reduce transport costs and improve
delivery times through effective timetable and route
management. This played a key role in development and
sustainability/capacity of human civilization from ancient times
until present.
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HIGHWAY AND THE ECONOMY

Highway systems have direct effect on industries that supply vehicles

and equipment to support highway transportation and the industries that
are involved in highway construction and maintenance. They are also
vital to manufacturing and retail industries and distribution system and
serve as regional and national economic engines.
The direct influence that highways have also extends to the construction
and maintenance of highways. This too has an enormous impact on
employment and other aspects of the economy.
In the US more than 15% of average household is spent on highway
vehicle purchases, maintenance and other vehicle expenditures. As a
consequence, the industries providing vehicle and services for highway
transportation have enormous economic influence.
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HIGHWAY AND THE ECONOMY

Supply Chain
Industries have become increasingly dependent on their supply
chains to reduce costs and remain competitive. As an example, most
manufacturing industries today rely on just in time delivery to reduce
inventory-related costs, which can be substantial percentage of the total
cost in many industries.

Economic Development
It has long been recognized that highway construction and
improvements to the highway network can positively influence economic
development. Measuring the economic development impact of specific
project is not an easy task because such measurements must be made in
relation to regional and national economic trends. Still the effect that
highways can have on economic development is yet another example
of the far reaching economic influence of highway transportation.
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HIGHWAY, ENERGY AND THE

ENVIRONMENT

As the energy demands and supplies vary and

nations become increasingly concerned about
environmental impacts, the role that highway
transportation plays has come under close scrutiny.
As a primary consumer of fossil fuels and a major
contributor to air borne pollution, of which 25% of
greenhouse emission is coming from highway
transportation. Highway transportation is an obvious
target for energy conservation an environmental
impact mitigation efforts.
The energy and environmental impacts of
highway transportation are clearly substantial and an
important consideration in the design and
maintenance of highway facilities and the
development and implementation of policies
affecting highway transportation.
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HIGHWAY AS PART OF THE

TRANSPORTATION SYSTEM

Keep in mind that Highway transportation is part of a larger

transportation system which includes air, rail, water and pipeline
transportation. Among this system, highways are the dominant mode of
human mobility and freight movement.
Interfaces between modes, such as those at water ports, airports and
rail terminals, create interesting transportation problems but, if handled
correctly, can greatly improve the efficiency of the overall
transportation system.
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HIGHWAY TRANSPORTATION
AND THE HUMAN ELEMENTS

Within highway transportation system, passenger

options include single occupant private vehicles and
public transportation modes. It is critical to develop a basic
understanding of the effect that highway related projects
and policies may have on the individual highway modes of
travel because the distribution of travel among modes will
strongly influence overall highway system performance.
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HIGHWAY TRANSPORTATION
AND THE HUMAN ELEMENTS

Passenger Transportation Modes and Traffic Congestion

Of the available urban transportation modes such as
bus, commuter train, subway, private vehicle and other
private vehicles offer an unequal level of mobility. The
single occupant private vehicle has been such a dominant
choice which creates high level of congestion and
struggle with parking related problems. Managing traffic
congestion is an extremely complex problem with
significant economic, social, environmental and political
implications.
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HIGHWAY TRANSPORTATION
AND THE HUMAN ELEMENTS

Highway Safety
Safety has always been a primary consideration in
highway design and operation, highways continue to
exact a terrible toll in loss of life, injuries, property damage
and reduce productivity as a result of vehicle accidents.
This involves technical and behavioral components and
the complexities of the human/machine interface. Having
high cost of accidents resulted in the implementation of
new highway design guidelines and countermeasures
aimed at reducing the frequency and severity of highway
accidents.
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LESSON 6.
TRAFFIC MANAGEMENT
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INTRODUCTION.
Different measures or combinations that serve to preserve
traffic capacity and improve the security, safety and reliability of
the overall road transport system is referred to as traffic
management.
This should also include development and integration of a set
of traffic management measures appropriate to the local and
regional requirements – and to achieve this through a planning
process that makes use of systems engineering, standardization
and documentation, and performance management.
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What is Traffic management?

Traffic management is the organization, arrangement,

guidance and control of stationary and moving traffic, including
vehicles, bicyclists and pedestrians during and after construction.
Proper traffic management creates and provide a safe, orderly
and efficient movement of persons and goods, while also aiming
to protect the adjoining environment.
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Some of the important reasons for having a traffic management are:

Alert locals
A good traffic management plan will effectively warn drivers and
pedestrians before they enter a construction zone. Since locals who pass
through the area on a daily basis will not be used to having their route
disrupted, alerting local and non-local drivers and pedestrians is an
essential part of ensuring that everyone pays closer attention to their
surroundings.
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Reduces the Speed of Vehicles

Drivers will need to be informed of when they need to slow down,
when lanes will merge, and when the road will get narrower. While it is
obviously not safe to speed through a construction zone, a good traffic
management plan will provide drivers with ample warning about slowing
down before entering the work area.

Allow work to be completed faster

Creating a safe onsite work environment allows construction workers to
focus on what they are doing, rather than worrying about potential car
accidents. In turn, this will allow the crew to work quickly, wrapping up
the project much faster than would be possible if they were busy
worrying about traffic and pedestrians in the area.
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Provide Worker Safety

Since employers have an obligation to ensure worker safety, putting an
effective traffic control plan into place can help ensure that you are
maintaining compliance with worker health and safety regulations during
your construction project.

Minimizes Traffic Delays

A proper traffic control plan will help prevent motorists from being stuck in
a traffic jam for hours on end. While all road work construction projects
cause some disruptions to the normal traffic flow, the plan will help keep
things moving smoothly, preventing long delays.
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TRAFFIC REGULATIONS

 Many individuals feel that traffic control measures are an encroachment on

their individual driving right. It must be stressed, however, that driving is not a
right but a privilege. It is therefore necessary to show that restrictions are for
the general welfare, and it must be demonstrated that regulations do not
curtail the rights or actions of the majority.
 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 regulation 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 record and other data. All
traffic regulation is 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.
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TRAFFIC REGULATIONS

Effective Traffic Regulation

There are fundamental requirements for traffic regulation to be effective. These
are as follows:
 Regulation should be rational.
 Irrational regulations cannot be enforced except by tremendous effort and
expense. Social, economic, and human problems must be considered. If the
habits of a community are greatly at variance with the regulations, success
cannot be attained for any substantial period of time.
 Regulation should be developed progressively.
 Regulations must be planned over a long period of time, and the effect
must be carefully observed so that alterations can be made as experience
dictates, experience shows that abrupt changes in regulation often lead to
increase in the occurrence of traffic accidents.
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TRAFFIC REGULATIONS

 Regulations alone often are not enough.

 Regulation constitute but one approach to the overall traffic problem.
When public acceptance is poor and enforcement is lax, regulation may
be totally ineffective. They must be used in conjunction with control
devices, overall highway planning and design, and administrative policies.
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THREE ELEMENTS OF THE ROADS SYSTEMS

The Road
The Driver /
The Vehicle
The Vehicle Pedestrian

The Driver
The Pedestrian

The Road
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 The figure suggests a balance among the three elements, i.e., a

breakdown or deficiency in one can lead to the failure of the entire
system. The road and vehicle may be subject to constant change and
improvement. However, in a given period of time, they may be
considered inflexible. The major portion of existing regulations are
therefore aimed at the driver. Worldwide, licensing has become the most
effective way of controlling the number of drivers on the road. It should be
used, therefore, to influence drivers to become familiar with the rules of
the road. This is especially true for the Filipino drivers, considering the most
accidents have been attribute to them.
 For vehicles, a number of controls exist, the most effective of which is
vehicle registration. Others are checks on equipment and accessories
(lights, bells, mirrors, helmets, etc.), and vehicle’s dimensions and weight.
Currently, the Motor Vehicle Inspection System (MVIS) is being revitalized
and expanded to cover the whole country.
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TRAFFIC CONTROL DEVICES

Traffic control devices

Aids and devices used to control, regulate and guide traffic.
General Requirement : Attention, Time (response) and Respect

Types of Control devices

Signs / Signages
Signals
Markings
Islands
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A. TRAFFIC SIGNS

This Devices help regulate traffic by imparting message to the drivers

about the need to stop, give way and limit their speed.

Types of Traffic Signs

Regulatory
Warning
Informatory
Islands
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1. REGULATORY SIGNS
INFORM CERTAIN LAWS, REGULATIONS AND VIOLATION OF THESE SIGNS
ARE A LEGAL OFFENSE
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2. WARNING SIGNS
USED TO WARN HAZARDOUS CONDITIONS EXISTS / ADJACENT TO THE
ROADWAY
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3. INFORMATORY SIGNS
USED TO GUIDE ROAD USERS ALONG ROUTES
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B. TRAFFIC SIGNAL

This Control Devices which could alternately direct the traffic to stop and
process at intersections using light signals

Types of Traffic Signals

Traffic Control Signals
Pedestrian Signals
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C. ROAD MARKING

This ARE MADE OF LINES, PATTERNS, WORDS OR REFLECTION ON

PAVEMENTS USING PAINTS

Types of markings
Pavement Markings
Kerb/curb markings
Object markings
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D. TRAFFIC ISLANDS

THESE ARE RAISED AREAS CONSTRUCTED WITHIN THE ROADWAY TO

ESTABLISH PHYSICAL CHANNELS THROUGH WHICH VEHICULAR TRAFFIC
MAY BE GUIDED

Types of Traffic Island

Divisional Island
Channeling Islands
Pedestrian Loading Island
Rotary Islands
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ELEMENTS OF DESIGN OF TRAFFIC SIGNS AND MARKINGS

Uniformity in design includes shape, color, dimensions, symbols, wording,

lettering and illumination or reflectorized.

Shape
Equilateral Triangle for danger warning signs
Round shape for regulating traffic
Rectangular shapes for informative signs
Octagonal shape for STOP signs only
Inverted equilateral for YIELD signs only
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ELEMENTS OF DESIGN OF TRAFFIC SIGNS AND MARKINGS

Color
Yellow or White background – Danger
White background, black symbols red border – Prohibitory /
restrictive sign
Blue background and white symbol – Mandatory signs
Dark colored with white symbol or vice versa – Informative signs

Illumination and Reflectorization

Signs are intended to convey messages during both daytime and
nighttime. During nighttime, this can be achieved through illumination or
by using reflective materials for signs.
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ELEMENTS OF DESIGN OF TRAFFIC SIGNS AND MARKINGS

SIZE
The minimum dimension of signs depends upon the intended
applications. Large sizes are necessary at wider roadways and on high
speed highways. According to section 2.5 of the 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:
a. A for urban low-speed roads
b. B for rural roads with speed limit between 60 kph and 70 kph
c. C for highspeed rural highways
d. D for expressway
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ELEMENTS OF DESIGN OF TRAFFIC SIGNS AND MARKINGS

In case of a STOP or YIELD sign, for example, Table 2.1 below should be
followed:

Size Dimension (mm)

A 600 x 600
B 750 x 750
C&D 900 x 900
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ELEMENTS OF DESIGN OF TRAFFIC SIGNS AND MARKINGS

Placement and height of signs

Lateral Placement
Uncurbed road – 60 cm from outer edge (min) / not less than 2m
from edge of travelled way
Urban Areas - <30cm , not > 1m from Face of the Curb
Height
Rural area – 1m to 1.5m
Intersections – 2m
Urban Areas – min 2m
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ELEMENTS OF DESIGN OF TRAFFIC SIGNS AND MARKINGS

Placement of warning signs

Location
Urban areas - not <30m , not > 100m in advance from hazardous
area
Rural areas - not <75m , not > 225m in advance from hazardous
area
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