iz
Republic of the Philippines
DEPARTMENT OF PUBLIC WORKS AND HIGHWAYS
Highway Safety Design Standards
Part 1:
Road Safety Design
Manual
May 2012Republic of the Philippines
DEPARTMENT OF PUBLIC WORKS AND HIGHWAYS,
OFFICE OF THE SECRETARY
Manila
¥4
MESSAGE
The delivery of quality and safer roads is a formidable challenge to the Department of
Public Works and Highways. It takes a whole community to accomplish this goal.
Over the years, statistics on road crashes and accidents have increased tremendously
involving not only the motorists but also the pedestrians as victims. Time has come that
we have to take a closer look into the factors causing these road-related deaths and
injuries,
We have taken the first step — the assessmentof 3,130.00 kilometers of national roads.
We have thousands of kilometers ofnational roads more to assess and correspondingly,
we shall implement their systematic safety upgrading. And for local roads, we enjoin
‘our partners in the Local Government to do their part so that the country's total road
network shall comply with safety standards.
To address the engineering aspect, the DPWH has prepared the DPWH Highway
Safety Design Standards Manual aimed at esiablishing and maintaining standardized
‘safe road design principles and standards for roads in the Philippines.
|, therefore, enjoin every road builder, both in the public and private sectors, to comply
with the safety design principles laid out in this Manual — in terms of road pianning,
roadworks project management and traffic management.
Also, in partnership with other stakeholders and in addition to engineering, we shall
endeavor to execute the education and enforcement aspects of road safety.
Let us then work together for quality and safer roads — dedicated to saving lives.
ROGELIO L’. SINGSON
SecretaryFOREWORD
‘This Road Safety Design Manual is issued by the Department of Public Works and
Highways (DPWH) to establish and maintain standardized safe road design
principles and standards for roads in the Philippines.
The manual is part of the DPWH Highway Safety Design Standards Manual as
follows:
Part 1: Road Safety Design Manual
Part 2: Road Signs and Pavement Markings Manual
‘This Road Safety Design Manual has been developed as part of the Road
Infrastructure Safety Project with the assistance of DPWH staff from the Bureau of
Design and the Road Safety Section, Project Evaluation Division of the Planning
Service.
‘This manual is to be used in conjunction with the DPWH Highway Design Guidelines.
‘The manual includes standards and guidance for safety planning, safety design and
for road safety risk assessment. The manual is to be used as a primary reference for
the planning, design and management of National Highways and local roads. To
maximize safety, it is essential to maintain a consistent standard for road and
intersection design.
In the interests of uniformity, Local Government Units, project managers and
consultants are requested to apply the principles in this manual to provide
appropriate standards for intersections and lengths of roadway in the Philippines.
The principles contained in this manual should also be used in the training of DPWH
steff involved in road planning, design, road works project management and traffic
menagement.
‘The manual includes safety design principles based on best international practice
applicable to the Philippines settings. Specific areas of design where changes in
past practice are expected to lead to significant safety improvements include:
* Choice of intersection type and layout This is particularly related to the
design and use of roundabouts and the type of channelization to reduce
potential conflicts and the severity of traffic accidents (includes evoiding
se of ‘Y junctions and ‘T junctions with triangular islands);
= Safety of the roadside. This includes the definition of a ‘clear zone’ for a
forgiving roadside and the use of certified median and roadside barriers
as well as the use of frangible lighting poles; and
* Safety of unprotected road users such as pedestrians and cyclists,
When the design principles in this manual are used in conjunction with the DPWH
Highway Design Guidelines, roads and intersections wil be to 2 design that
maximizes road safety.References:
AASHTO - A Policy on Geometric Design of Highways and Streets, 2001.
AASHTO - Roadside Design Guide, 2002.
U.S. Highway Capacity Manual
VicRoads — Road Design Guidelines
AUSTROADS — Rural Road Design: A Guide to the Geometric Design of Rural
Roads, 2003.
AUSTROADS - Urban Road Design: A Guide to the Geometric Design of Major
Urban Roads, 2002
AUSTROADS —Guide to Traffic Engineering Practice, Part 5: Intersections at Grade.
AUSTROADS —Guide to Traffic Engineering Practice, Part 6: Roundabouts.Table of Contents
MESSAGE OF THE SECRETARY...
FOREWORD
‘SAFETY PLANNING. "1
1 INTRODUCTION oe 22
1.1. Background. 2
2” Lano Use ND ZONING 3
21 Principles in Land Use Planning and Zoning. 4
2.2. Traffic Planning for Different Land Uses. 5
221 Residental Areas. 5
222 Industial Aroas 8
223 Commercial / Retail Arcee, 8
22.4 _ Recroational/Tourism Areas. 7
3 ROAD HIERARCHY occ nn i)
3.1 Primary Arterials (Expressways, National Roads). 10
3.2 Secondary Arterlals (Provincial Roacs).... 1
3.3 Collector Roads (Municipal/ City Roads). 2
3.4 Access Roads (Local Roads). a 3
3.5 Pedestrianized Areas/Routes... 15
4. ROUTE PLANINING THROUGH EXISTING COMMUNITIES, 7
5 DEVELOPMENT CONTROL / ENCROACHMENT 19
8 Access Cowra. 20
7 TRAFFIC IMPACT ASSESGMENT (TIA) . 21
8 ROAD DESIGN PARAMETERS. 23
8.1 Speed Management....ccucscsnsnnnasininnsnennmnininnnrinicnessnin 28
8.1.1 Design Speed. 23
81.2 Speed impications 23
8.1.3 Current Speed Limits. “3
8.1.4 Speed Restricion Signs 28
ais
Poor Road Standards 28
82 ROAM Capacity nn
83 Traffic Forecasts
9 PUBLIC TRANSPORT.
9.1. Public Transport Operations.
9.2 Lay-bys, Bus Stops and Service Roads
10 VULNERABLE ROAD Users
11.1 Parking Near intersections
11.2 Angle Parking...
11.3 Parking Adjacent To ‘Barrer Lines.
12 LIGHTING... :
SAFETY DESIGN.
13 INTRODUCTION...
18.1 Background...
13.2 Safe Design Principles.
14 ROAD SURFACE...
15 _ ROAD ALIGNMENT CONSDERATIONS.
181 Introduction .
152 Some Physical Problems.16 ROAD ALIGNMENT GEOMETRY,
164 Cone Mal ernrsvennnnen
16.2 Design Standards
16.3 _ Sight Distance...
163.1 Introduction
1692 Sight Distance Elements
16.33 Driver Eye Height / Object Height.
1634 Stopping Sight Distance (SSD).
164 Horizontal Geometty....
1641 Circular Curve Alignmert.
1642 —— Spialand Circular Curve Alignment
1643 —_ Superelevetion Development
165 Vertical Geometry...
1651 Grades.
1652 Vertical Curves
17__CROSSSECTION
17.1 Introduction
17.2 Traffic Lanes.
17.3 Shoulders.
BeSSSSsssIss
17.4 Curb and Gutter 76
17.5 — Drainage... 77
12.6 Pedestrian Facilites on Rural Roads... 78
17.7 _ Overtaking Provision (Auxifary Lanes) ...-.e00enrnneonensnn roves 7B
1771 Overtaking Lenes: 20
17.72 Climbing Lanes. 82
1773 Merging and Diverging for Auxiliary Lanes: 83
1773 Slow Vehice Tunouts: et
1774 Descending Lanes, enna 8S
177.5 Emergency Escape Ramps 85
18 DELINEATION.. “
19_INTERSECTIONS.....
19.1 Intersection Types........
18.2. Traffic Control DeVICES....enrnsnnnnsnennnininiennnnninennnnnannnnnnns
1921 Priority intersections ot
1922 __ Signal Coniroled Intersections 1
19.3 Control of Conficts. att
19.4 Control of Speed.
1941 Relative Speed
19.42 Attaining low relative speeds
19.5 Channeizetion
19.6 Lane widths.
19.7 Awiliary Lanes at intersectons.
18.8 Right and Left Turing Lanes...
19.9 _ Right Turn Sip Lenes
18.9.1 High Entry Angle Sip Lene.
1892 Free Flow Slip Lane.
"101
19.10 Left TUM TReatMeNts ...oecnesnviensnnnineinnnnninsinetnnnnnen 101
19.11 Intersection Capacity. 7 a sctacthatns ‘ 103
19.12 Sight Distance at intersections... 3 ste ‘ 103
18.13 Horizontal and Vertical Intersection Geometry... esncnnesesee 104
1914 Roundabouts 105
1914.1 Introduction 105
1914.2 Safety Benefits 105
1914.3 Appropriate Locations ‘or Roundabouts 105
1914.4 Balancad Flows 108
19.14.5 Roundabout Design Practice 108
1814.6 Things to Avoid 110
19.147 Design Steps 110
1914.8 Traffic Control and Pririty 11419.15 Examples of Poor Intersection Layouts. 115
19.151 Y-Intersection, 15
19.15.2'Y Intersection with Triangular Island 117
20 SAFETY OF THE ROADSIDE 118
20.1 Introduction. emt sire 7 sana 4A
202 ClearZone ta ene oe 118
203 New Roads... 122
204 Existing Roads... 122
205 Treatment of Hazards.......... 123
20.6 Roadside and Median Safety Barriers. 127
2061 Road Sefety Barrier Systems: : “128
2062 Design Of Barrier System Insiallations 134
20.7 Further Examples of Barrier Installations... sv vo 144
207.1 Bridge Railing 141
207.2 Connecton to Bridge Railira so onmannnnnennes 94
2073 Railing End Treatment. 143
207.4 — Unconnected Concrete Barriers 144
2075 Gore Area. 148
2078 Trees. 148
207.7 — Street Lighting Poles... ornwwnsnennn 148
2078 Other Examples of Roadside Hazards. 151
2079 Curbs in Front of Barriers 183,
RISK ASSESSMENT 155
21 _ Risk Assessment 158
214 158
212 158
213 156
214 157
215 157
APPENDIX 1 - ROADSIDE BARRIERS STANDARD DRAWINGS. 159
APPENDIX 2 - CONCRETE BARRIERS.
APPENDIX 3 - FRANGIBLE POLES - SPECIFICATION
AND DRAWINGS...
APPENDIX 4 - SPEED TEMPLATES FOR ROUNDABOUT DESIGN.........203
APPENDIX 5 - TURNING TEMPLATES FOR LARGE VEHICLES. 2
APPENDIX 6 - CONCRETE CURB AND GUTTER DETAILS..................218Table of Figures
Figure 2.1 : Poor Zoning and Road Planning Interface...
Figure 2.2 : Good Zoning and Road Planning Interface...
Figure 2.3 : Ideal Road Network Planning for Tourism Areas...
Figure 3.1 : Schematic Hierarchy of Roads
Figure 3.2 : Externally and Internally-fed Networks ......
Figure 3.3 : Road Network that Attracts Through Traffic Onto Local Roads.
Figure 3.4 : Road Network that Deters Through Traffic from Using Local Roa‘
Figure 3.5 : Road Layouts that Deters Through Traffic from Using Local Roads...
Figure 4.1 : Road Layout that Results in Confict Between Local and
Through Traffic...
Figure 4.2 : By Pess Road Deters Through Traffic from the Communi...
Figure 5.1 : Encroachment that Reduces Effective Sidewalk Width...
Figure 8.1 : Risk of Pedestrian Fatality
Figure 8.2 : High Speed Road with Separate Lane for Non-Motorized Vehicles.....25
Figure 8.3 : High Speed Road with Wide Median...»
Figure 9.1 : Bus Stop Concept, EDSA.........
Figure 9.2 : Lay-By Concept, EDSA.......
Figure 10.1 : Poor facilities for pedestrians
Figure 10.2 : Good Pedestrian Facilities .....
Figure 10.3 : Obstructions that Reduce Etfective Travel Width for Pedestrians
Figure 10.4 : Segregated Pedestrian and Bikeway from Main Thoroughfare.
Figure 10.5 : Road without bike lanes.......
Figure 11.1 : Angle Parking with Maneuvering Area Clear of # Through Trafic Lanes 39
Figure 12.1 : Types of Lighting and Illumination 42
Figure 12.2:: Lighting installations at Intersections. i 43
Figure 14.1 : Poor road surface with depressed manhole lid 47
Figure 14.2: Poor Road Edge 48
Figure 16.1 : Poor Design and Delineation of Curve. 9
Figure 15.2 : Lost Control on Curve. _ 50
Figure 15.3 : Extreme topography results in small radius curves | 50
Figure 15.4 : Trees Obstructing Sight Distance..... is :
Figure 16.5 : Poor Vertical Alignment Approaching a T-Intersection 51
Figure 18.6 : Poor Intersection due to Lack of Channelization ..
Figure 15.7 : Small (5m radius) Roundabout in Balayan Town.
Figure 15.8 : Horizontal Curve at the End of a Steep Downgrade
Figure 15.9: Poor Vertical Sag
Figure 15.10 : Reverse Curves... - :
Figure 15.11 : Poor Combination of Horizontal and Vertical Alignment... 54
Figure 18 12; Detnestion of Curve ~ Poor nightume vsty.. 55
Figure 16.1: Sight Distance Types... 182
Figure 16.2 : Circular Curve Geometry 64
Figure 16.3: Length of Citra (Spr) 8 Supereiovaion evelopment... 8B
Figure 16.4 : Superelevation Development. . 68
Figure 16. : Truck Speeds on Grades... 69
Figure 16.7 : Crest Vertical Curves... 72
Figure 17.1 : Good Cross-Secton providing lane for vulnerable road users. 75
Figure 18.1: Good Read Delineation...» vn . 87
Figure 18.2 : Poor Curve Delineation... : . 88
Figure 18.3 : Poor Delineation of the Center and Edge of Roadway... 88
Figure 18.4 : Examples of Chevron Signs providing Delineation of Curves............88
Figure 18.5 : Road Delineation affected by shadows... iia cai coe esse cicFigure 19.1
Figure 19.2:
Figure 19.3 :
Figure 19.4:
Figure 19.5:
Figure 19.6
Figure 19.7 :
Figure 19.8
Figure 19.9:
Figure 19.10
Figure 19.11
Figure 19.12
Figure 19.13
Figure 19.14
Figure 19.15
Figure 19.16
Figure 19.17
Figure 19.18
Figure 19.19
Figure 19.20
Figure 19.21
Figure 19.22
Figure 19.23
Figure 19.24
Figure 19.25
Figure 19.26
Figure 19.27
Figure 19.28
Figure 19.29
Figure 19.30
Figure 19.31
Figure 20.1 :
Figure 20.2
Figure 20.3
Figure 20.4:
Figure 20.5:
Figure 20.6 :
Figure 20.7
Figure 20.8 :
Figure 20.9
Figure 20.10
Figure 20.11
Figure 20.12
Figure 20.13
Figure 20.14
Figure 20.15
Figure 20.16
Figure 20.17
Figure 20.18
Figure 20.19
Figure 20.20
Figure 20.21
Figure 20.22
Figure 20.23
Figure 20.24
Large Intersection Confiict Area
Three-Legged Intersection........
Four-Legged Intersection...
Roundabout at Four-Legged Intersection...
Cross Road... a neeneene
Y Intersection Layout
Roundabout...»
Conflicts at ¥ and T Intersections.
Guideline for Left and Right Turn Lanes.
High Entry Angle Slip Lane.................
Free Flow Slip Lane
Type A Left Tum Treatment,
Type B Left Tun Treatment...
Type C Left Turn Treatment...
Geometric Elements of a Roundabout.
Inner Urban Roundabout .....
Outer Urban Roundabout...
Rural Roundabout...
Urban Spitter Island Details : Low Speed Approach.
Urban Spiitter Island
Splitter Island for High Speed Approach.
Movement Volumes and Circulating Flows.
Number of Lanes... :
Tuming Radius for Determining Circulating Caiageway Width.
Deflection Requirement - Single lane.
Deflection Criteria — Multi Lane...
‘Typical Pavement Markings at a Mul
Give Way Sign (R1-2)
Poor Intersection Layout
Poor delineation
Poor Intersection Layout...
Recovery Area (100 kph operating speec, fat cross, = pe).
Road with Good Clear Zone.
Clear Zone Calculation
Relocsted Pole......
Drivable Culvert End...
Steel Sign Posts.
Frangible Wooder
Pole Hazard
Impact Absorbing Pole...
Unprotected Roadside Hazard.
Use of Barrier...
Median Barriers.
Roadside Barriers...
Roadwork Barriers...
Effective Clear Zone (ECZ)
Fill Siope Safety Barrier Warrant
Median Safety Barrier Warrant
Approach Barrier Design Elements.....c...coneseuen sents nnn
Departure/Opposing Barrier Desion Elements
Poor Bridge Railing. areaeavaney
Very Good Bridge Railing
Poor Bridge Railing - No Connection
Good Connection to Bridge Rating
Poor End Treatment.Figure 20.25
Figure 20.26
Figure 20.27
Figure 20.28
Figure 20.29
Figure 20.30
Figure 20.31
Figure 20.32
Figure 20.33
Figure 20.34
Figure 20.35
Figure 20.36
Figure 20.37
Figure 20.38
Figure 20.39
Figure 20.40
Figure 20.41
Figure 20.42
Car Speared by Guardrail...
Very Good End Treatment
Unconnected Concrete Barriers.
Good Connected Barriers...
Very Good Connected Barrier.
Poor Uncannected Barrier
Poor Gore Treatment:
Poor Gore Treatment........... .
Very Good Gore End Treatment usi ng pact ienuator..
Tree Hazard... ceria tas giana
Frangible Poles...
Impact-Absorbing Pole... .
Impact Behavior - Slip Base and Impact ‘Assorbing Poles.
Hazardous Roadwork Site... -_
Hazardous Pipe Installation
Hazardous Protruding Pole Outside Line of Barrier.
Hazardous Barrier System.......
Curb in front of Barrier.List of Tables
Table 16.1
Table 16.2
Table 16.3
Table 16.4
Table 17.1
Table 17.2
Table 17.3
Table 19.1
Table 19.2
Table 20.1
Table 20.2
Table 20.3
Table 20.4
Table 20.5
Table 20.6
Table 21.1
Table 21.2
Table 21.3
Table 21.4
Design Standards for Philippine National Highways.........
Driver Eye and Object Heights
Stopping Sight Distance (SSD).
K Values for Crest and Sag Vertical Curves...
‘Traffic Volume Guidelines for Provision of > Overtaking | Lanes.
Overtaking Lane Lengths... a
Diverge and Merge Lengths.
Intersection Sight Distance (ISD)...
Circulating Carriageway Widths
Curve Correction Factor...
Test Levels for Roadside Barriers
Offset from edge of traffic lane to face of barrier...
Clearance from face of barrier to face of hazard...
Runout Lengths for Barrier Design.......
Maximum Flare Rates for Barrier Design..
Likelincod Definition.
Consequence Definition
Risk Category...
‘Treatment Priorty.SAFETY PLANNING4A
INTRODUCTION
Background
This section of the manual describes features relating to the safety of a length
of road or the road network through the awareness of safety principles during
the planning stages of a new area or of a road project.
Planning of new areas or road projects can be considered in four stages:
= Laying out the land-use of the area. This is where for example,
industrial areas can be separated from residential areas or where
consideration should be given to the movement of people, particularly
pedestrians and cyclists. The location of shopping centers and schools
should be considered carefully to facilitate the safe movement of
pedestrians and motor vehicles and in order to avoid the potential
impact of adjacent heavy through-traffic;
= Once the land-use is determined, an arterial road network should be
defined to cater for through traffic. This is then supported by a network
of local roads that provide access to the properties within the area.
‘The separation of through traffic from local traffic is an important
principle in road safety;
* On the arterial roads, careful control and management of access can
facilitate safety and the smooth flow of traffic; and,
* Careful planning and provision of public transport facilities can ensure
that the conflict areas between pedestrians and vehicles are
minimized,LAND USE AND ZONING
Zoning in the Philippines has been under total control of the Housing and
Land Use Regulatory Board (HLURB), until the early 1990's when this
function was gradually decentralized to the Local Government Units by virtue
of the Local Govemment Cade. Since then, each unit of the Local
Goverment became responsible for zoning of their respective jurisdictions
and final land use and zoning plans were submitted to HLURB for approval.
Thus, the municipal, oity, and provincial planning and development offices
(MPDO, CPDO, and PPDO) have developed comprehensive land use and
development plans to control within sustainable limits urbanism and rapid
growth.
It is the intent of this manual that road safety concerns should be given
emphasis in the conduct of tratfic impact assessment for new developments
or any project that would significantly affect local zoning ordinances. As
experienced in Metro Manila, the emergence of large traffic generators such
as malls and similar commercial establishments has created fragmented land
use interactions that have deteriorated traffic operation of the road network.
While traffic impact assessments may have been prepared for these
developments, safety may not have been given adequate emphasis.
Therefore, in the course of planning for large traffic generators, itis imperative
to consider the following:
+ That big land developments must carefully follow project size threshold
as identified by the zoning administrator of the locality. The threshold
may be gauged based on the total land area of the project site, the
footprint area of the building, percantage land occupancy, floor area
ratio (FAR);
= Large lend developments usually are big traffic generators and should
not have direct access to a high speed road facility. This is to provide
a buffer between pedestrians and entering traffic from high volume and
high speed traffic;
* The minimum local standards pertaining to access and parking
requirements should be carefully followed. It may be essential that
access, parking, and lay-by facilities must be treated separately
corresponding to private cars, public utlity vehicles, and cargo
trucks/delivery vans;
= Pedestrians should be given utmost consideration by providing
fecilities that would segregate them from through and local traffic. A
network of at-grade and elevated walkways should be properly planned
considering travel patterns and volume of pedestrians;
= Nighttime operation is deemed more critical than daytime as this would
require further analysis on lighting requirements and added security;2.4 Principles in Land Use Planning and Zoning
The key principles to be adopted in land use planning and zoning are the
following:
* Development and implementation of 2 zoning plan to separate
incompatible and conflicting land uses and the traffic they generate;
+ Strong pianning regulations to influence the location of new
development and to control access arrangements and parking
= Land uses should be planned with the aim of minimizing travel and
‘maximizing accessibility to public transport,
* Residential development should be separated from heavy industry and
major commercial uses;
= Activities which generate substantial traffic should be located adjacent
to roads most suited to the type of traffic expected (e.g, if a primary
school generates many cycle or pedestrian trips, then it should be
capable of being reached directly via a network of bikeways or
footpaths); and,
= Light industry and service establishments can be located adjacent to
residential areas but vehicular access should not be via the residential
streets.
Figure 2.1 ; Poor Zoning and Road Planning Interface
Figure 2.1 illustrates a residential area separated from school zone and work
places by a primary road. Pedestrians crossing the road pose safety
concerns. A more adequate traffic and land-zoning interface is shown in
Figure 2.2 where all develooments are located on the same side of the
primary road. This setup then would eliminate safety concerns as
pedestrians will not regularly cross the road.2.2
224
Figure 2.2 : Good Zoning and Road Planning Interface
Traffic Planning for Different Land Uses
Residential Areas
Residential roads are the prime locations where vehicles and pedestrians
interact and where the movement function fulfills an increasingly minor role
amongst the most important service and domestic activities. In order to
provide a safe environment for vehicles and pedestrians:
Residential roads longer than 100 to 200 meters should be meandering
and should have fight horizontal curves or roundabouts at local road
intersections to encourage low speeds;
Non-access traffic needs to find it impossible, or highly inconvenient, to
use residential roads as a short cut;
Pedestrians must be given priority, especially close to buildings and in
play areas;
Direct access to dwellings should be provided from access ways rather
than distributor roads;
Where dwellings have vehicular access onto distributor roads,
altemative pedestrian access should be provided via segregated
footpaths onto access ways,
Pedestrians should be segregated wherever possible and crossings of
traffic routes should be convenient and sate;
Parking should be ample and convenient but located away from areas
where children play;2.22
223
Drivers need to be made aware of the priority for pedestrians on entry
and throughout the area by the overall geometry, surface texture and
threshold treatment as they enter the area;
Large developments should be sub-divided to minimize traffic on
internal roads;
Existing grid networks with cross roads should be modified by closures
or restrictions to create internally or externally-fed systems;
Inter-visibility between drivers and pedestrians should be sufficient to.
minimize the risk of accidents; and,
Overnight parking of lorries, especially those with hazardous loads,
should be actively discouraged.
Industrial Areas
Industrial areas are very important to the economy of most countries and it is
necessary for them to be provided with safe, efficient links to national and
intemational merkets for both raw materials and finished goods, The
important factors to consider for the layout and design of industrial estates
are:
Land zoned for industrial purposes should have direct access from the
district cistributor network whenever possible;
Each site should have sufficient off-road parking and loading areas to
accommodate alll its operational, staff and visitor requirements within
the site boundary;
Roads and footpaths should provide a safe and efficient means of
access for workers, visitors and the range of vehicles which can be
anticipated when a number of different industries are grouped together;
The internal circulatory system (to at least local distributor standard)
should ensure that no traffic queues on the network in normal
circumstances; and,
Networks of safe cycle/footpaths should be created between the
industrial area and the main areas where employees live.
Commercial / Retail Areas
‘Commercial and retail areas may vary from isolated stalls or street sellers to
major shopping centers and office developments covering large areas of land.
Consequently their transport needs may be very mixed. The main points to
consider in the pianning of such areas are:
‘All commercial and trading areas should be away from the through
traffic network. If alongside, then service roads should be provided to
service the development;
Rear servicing, seperate from pedestrian access should be provided
whenever possible;
Adequate parking and Icading facilities for operational use should be
provided within the site of individual premises if possible;Visitor and customer parking should be provided off the road, possibly
‘on a communal basis;
On-street parking should be discouraged and only permitted where it
does not obstruct general traffic movements or conflict with
pedestrians;
‘Good pubiic transport provision to and within such areas can effectively
reduce overall parking demand; and,
When rural main roads in developing countries pass through ‘trading
centers” it may be necessary to reduce speeds by physical measures
such as road humps and raised pedestrian cossings to protect
pedestrians and shoppers.
2.2.4 Recreational/Tourism Areas
As countries develop, people increasingly find time for leisure and
recreational activities. This leads to demands for sport and recreation centers
and leisure parks in addition to major fecilities for spectators’ sports. Where
tounst or leisure related activities are encouraged and have become a
necessary part of the economy, safe access to them and appropriate parking
facilities for them may form an important part of their success. The main
considerations to bear in mind are:
All recreational generators should be given access from local or district
distributor reads, depending on their scale;
Recreational land uses should be separated from residential areas, but
they may be on the fringes provided recreational traffic is directed
away from dwellings;
Certain recreational uses may be acceptable within commercial or
industrial areas, although this should be done with care,
‘Adequate provision of public transport is essential;
Al participant and spectator parking (refer to Figure 23) should be
provided separately within or near each facility and be sufficient to
accommodate peak demands;
Pedestrian routes between entrances/parking areas and venues
should be free of vehicular traffic and clearly signposted;
Where events necessitate the use of public highways, they should be
clearly segregated from general traffic (periodic closures may be
justified);
Service areas and facilities should be segregated from general traffic
and if possible should operate at different times to public use; and,
Certain facilities such as car parks could be shared with other uses.Parking area B
Parking area C
Sports stadium
Parking area A
Parking area D
Figure 2.3 : Ideal Road Network Planning for Tourism AreasROAD HIERARCHY
Road network is defined as a hierarchy in terms of road types and according
to the major functions the roads will serve. The main classification is whether
the road is to be used primarily for movement or for access.
The key points to consider in network planning are the following:
Within the hierarchy, networks should be planned such that areas are
separated into self-contained zones (often referred to as
neighborhoods). The size and scale of these zones will depend upon
the Importance of the road bounding them. Within these areas all non-
essential traffic should be excluded. It should be possible to carry out
most daily trips to shops and schools wholly within the area;
The natural barrier of main routes can be used to segregate and
contain incompatible uses and to reinforce local identities. The
network can be such that traffic can enter zones from an external or
internal system (refer to Figure 3.1). The extemal system reinforces
these natural barriers and offers the safest network when well planned
19 grid-iron networks should be closed off or restricted to create
internally or externally-fed system;
u" Primary distributor
Industry, Offices]
Pedestrian & cycle
District distributor
Figure 3.1 : Schematic Hierarchy of Roads34
= Each class of road should clearly convey to the road user its role in the
hierarchy with respect to both traffic volume and design speed. This
can be achieved by appearance and related design standards; and,
+ Each road should intersect only with roads in the same dass or one
immediately above or below it in the hierarchy. In that way, anyone
using the network has a clear impression of the graduated change in
conditions between the low speed access roads and the segregated,
higher speed “through routes" at the top of the hierarchy. (refer to
Figure 3.2)
Figure 3.2 : Externally and Internally-fed Networks
Expressways / National Roads
3.1.1 Expressways
‘An expressway is proposed for a road corridor under the following situations;
* A road corridor connecting several highly urbanized centers with
ribbon-type of development of commercial, business and industrial
establishment.
* A rroad corridor with high trattic demand.
These roads are the longer distance transport routes for motorized traffic.
They provide the transportation link between regions and provinces. Their
primary function is movement and not access.
The elements to consider when planning Expressways are:
= No frontage access;
103.2
= Development set well back from the highway;
* Grade separated intersections for extremely high flows and other
intersecting expressways;
= Number of intersections to be minimized and
= Where necessary or for emergency purposes, parking/stopping to be
provided clear of the main carriageway.
3.1.2 National Roads
National Roads are roads continuous in extent that form part of the main trunk
line system; all roads leading to national ports, national seaports, parks or
coast-to-coast reads. National arterial roads are classified into three groups
from the viewpoint of function, i.e. North-south backbone, East-West Laterals
and Other Strategic Roads.
‘The elements to consider when planning National Roads are:
= Limited frontage access
* Development set well back from the highway;
"All access to premises provided via provincial roads;
= Number of intersections to be minimized;
= Suitable et-grade channelized intersections for minor flows and other
elements
= No roadside vendors.
Provincial Roads
Provincial Roads are roads connecting one municipality with another; all
roads extending from a municipality or from a provincial or national roads to a
public wharf or railway station; and any other road to be designated as such
by the Sangguniang Panlalalwigan
The main elements to consider when planning Provincial Roads include:
= Limited frontage access. In exceptional circumstances, large individual
developments may have direct access when a high level intersection
is provided;
* Development set back from the highway;
= Most development to be given access via intersections with local
distributor roads;
* All intersections wil normally be at-grade;
= Turning traffic should be separated out from the through traffic;
* Soparated pedestrians/bikeways remote from the carriageway;
= Pedestrian crossing points should be clearly defined and controlled;
"3.3
= Parking on the road should not be permitted;
* Bus stops and other loading areas (only permitted in exceptional
circumstances) should be in separate well designed lay bys;
= Regular stopping places for paratransit vehicles (i.e., private, non-
corporately run public transport operating vehicles smaller than buses
or AUV’s) should be identified and safe stopping places established;
and,
= No roadside vendors.
City / Muni | Roads
3.3.1 City Roads — these roads / streets within the urban area of the city to be
designated as such by the Sangguniang Panglungsod.
3.3.2 Municipal Roads — these roads / streets within the poblacion area of a
‘municipality to be designated as such by the Sangguniang Bayan.
City / Municipal Roads serve to feed traffic onto and off the main road network
at the beginning and end of trips. These roads serve local traffic only.
Main points to consider in planning City/Municipal roads are as follows:
= The road is only for local traffic; through traffic is adequately
accommodated on an alternative more cirect main road,
= Where possible, an industrial traffic route should not pass through a
residential area;
* Vehicle speeds should be kept low so long straight roads should be
avoided,
= Parking is allowed, but alternative off-road provision should be made if
possible;
= Non-motorized traffic is of equal importance to motor traffic and
separate route should be provided if possible;
= Where non — motorized traffic needs to use a local distributor it should
be separated from motorized traffic;
= The road width can be varied to provide for parking or to give emphasis
to crossing points depending upon traffic flows;
* Bus stops and other loading areas (only permitted in exceptional
circumstances) should be in separate well designed lay bys;
+ Through-movements should be made awkward and inconvenient to
discourage them, and,
= No roadside vendors,
234
Barangay Roads
Barangay Roads are rural roads located either outside the urban area of city
or outside industrial, commercial or residential subdivisions which act as
feeder farm-to-market roads, and which are not otherwise classified as
national, provincial, city or municipal roads. Roads located outside the
Poblacion area of municipality and those roads located outside the urban
area of a city to be designated as such by the Barangay Council concemed.
As the name implies, these roads are for access only and are primarily for
residential uses (industrial access should normally occur from a road of at
least local distributor standard), These are ultimately the streets on which
people live. Design standards may vary but the important elements to
consider for barangay roads ere:
= Vehicle flows to be kept to a minimum;
= All through traffic eliminated;
= Vehicle speeds to be kept low by careful and deliberate inclusion of
obstructions to create meandering alignments,
= Access roads kept short where possible;
= Cul-de-sac and loop roads to be used wherever possible to deter
through traffic:
= Intersections to be three rather than four leg and kept compact to aid
pedestrian movement;
= Pedestrian and vehicles can ‘share’ space;
= Carriageway width can be reduced to emphasize pedestrian priority;
= Entrance/exit points of access streets should be clearly identified by
threshold treatments, e.g. changes in geometric layout, landscaping,
building development or even gateways and signing;
= Parking and stopping within the streets is permitted although adequate
provision should be provided within individual properties or separate
garage areas;
+ Use of fully mountable curbs for vehicles may enable reduced road
width and reduced standard alignments to be used by emergency and
service vehicles, or for occasional parking; and,
= Firepaths (emergency accesses for the engines) can be kept clear by
using diagonal closures to eliminate parking spaces or by ensuring
other nearby owners gain access by the same route so that they keep
them clear.
19aS
}
Figure 3.4 : Road Network that Deters Through Traffic from Using Local RoadFigure 3.5 : Road Layouts that Deters Through Traffic from Using Local Roads
3.5
Pedestrianized Areas/Routes
These ere areas from which all motorized vehicles are excluded to improve
safety. In their broadest sense they would include all routes where non-
motorized traffic has sole priority. This would include purpose-built footpaths
and bikeways that often form a totally separate network to that for motorized
traffic in residential areas. In planning new pedestrian networks and areas
the key points to consider are:
= Residential, industrial and commercial areas should be linked by
footpaths providing the mest direct and pleasant route between
destinations.
= Any deviation from a direct route should be more attractive than a less
‘safe option;
* All crossings with main routes should be grade separated wherever
possible and if not possible additional at-grade facilities (e.g. refuges or
pedestrian crossings) should be provided to minimize crossing
problems;
"Vertical rerouting (via over bridge or underpass) is much less attractive
to pedestrians than at grade facilities;
= The vertical and horizontal alignments of pedestrian routes can include
much steeper gradients and sharper bends than for 2 roadway for
motor traffic;
"Open aspects need to be maintained, particularly at intersections and
underpasses;
= In shopping and commercial areas priority needs to be given to
pedestrians;
16Where motor vehicles are displaced, adequate capacity (for loading,
parking and movement) needs to be available elsewhere on the
surrounding roads but such facilities should always be within easy
walking distance;
If no alternative provision can be made for motor traffic, consideration
may be given to pedestrianization by time of day i.e., vehicie access
allowed only when pedestrian flows are light (e.g. very early in the
‘moming or late at night);
Connections to bus stops, parking ereas and stations are vital and
should be convenient; and,
All pedestianized areas must have provision for access of emergency
vehicles and refuse collecting vehicles.
6ROUTE PLANNING THROUGH EXISTING COMMUNITIES
Bypasses around communities are countermeasures aimed at improving
safety and reducing the volume of through traffic inside the community. In the
Philippines, this is a common practice particularly around the countryside,
However, ‘building bypasses is just an alternative countermeasure of
discouraging traffic to pass within the community. Other countermeasures
can be devised depending on economic and budgetary constraints.
Where a bypass can be justified, the most important considerations are:
= The opportunity should be taken to reinforce the road hierarchy by
down-grading the old road to discourage through traffic;
= Access to the bypass should be restricted to only a few points where
safe intersections and spur roads can be provided to link to the existing
network. Direct access from frontage land should not be permitted;
and,
* Provisions should be left for future expansion or development of the
‘community but such developments should be served by service roads
and spur roads.
‘Where a bypass cannot be justified, countermeasures should be implemented
to slow down the speeds of through traffic as it passes through the community
or trading centers as follows:
= Warning signs and rumble strips can be used to alert drivers about
speed-reducing devices ahead;
* A series of road humps increasing in height from 40mm to around
80mm can be used gradually to slow down traffic in pedestrian
predominated areas;
= Road narrowing (with due regard for capacity needs) can be used to
induce lower speeds as traffic passes through the community; and,
= In order to alert drivers that they are entering a community, it is
generally regarded that some form of gateway treatment on the
approaches is beneficial (e.g., substandard curve, tree lining, or even
non-rigid gate structure).
7Figure 4.1 : Road Layout that Results in Conflict Between Local
and Through Traffic
Figure 4.2 : By Pass Road Deters Through Traffic from the
Community
8DEVELOPMENT CONTROL / ENCROACHMENT
Planning is a constantly changing process. The difficulty is to control the
degree of change so that the various inter-related elements can still operate
efficiently. In land use terms this is usually achieved (with varying degrees of
success) through the control of existing or new development and prevention
of uncontrolled parking, illegal accesses and spread of unauthorized
commercial activity. The main points to consider are that
= Strict control of roadside hoardings and advertisement boards is
required;
= Land-use and highway requirements change over time so some spare
capacity should be designed into road networks to enable such
changes to be accommodated without detrimental effects upon road
safety,
= Building regulations should include ‘building line’ specifications to
control roadside development,
= If development control standards permit the growth of activities to
encroach onto the transport corridor, additional countermeasures may
be required to maintain a safe level of service to the community as
whole;
+ Strong development control can only prevent encroachment onto roads
if there are altemative locations for commercial aciivities to be
undertaken; and,
= Unauthorized development such as roadside advertising boards, illegal
accesses and market stalls which create unsafe traffic conditions
should be removed as soon as possible end the sites monitored to
prevent their reappearance,
source: US Highway Capacity Manual
Figure 5.1 : Encroachment thet Reduces Effective Sidewalk Width
19ACCESS CONTROL
Access control applies to both vehicular and pedestrian tratfic. Local
practices have shown different practices in treating access to developments
‘such as:
Provision of elevated pedestrian walkways or underpasses to separate
people from road traffic. Oftentimes, these facilifies have direct access
to respective developments such as shown in Figures 6.1 and 6.2.
This strategy does not only improve safety but also enhance
commercial attractiveness of an establishment to its target market
Driveways should not lead directly to a high speed road facility as this,
may create conflict and compromise safety. Good management of
access to roadside properties on arterial roads can reduce conflict
between through traffic and local traffic, for example by the provision of
service roads,
Large parking facilities should locate entrance/exits away from high-
speed roads, but with good access circulation leading to high speed
roads;
Expressway ramps should be carefully planned to reduce confiict with
local vehicle and pedestrian traffic;
On new roads of district distributor level or higher, direct frontage
access should only be permitted in exceptional circumstances,
‘The number of direct accesses onto main roads should be minimized
and service roads or collector roads used to bring traffic to a single T-
junction at the main road;
No access should be permitted at potentially dangerous locations (e.g,
at road intersections, or on bends with poor visibility); and,
In all cases, each class of road should intersect only with roads in the
same Class or one immediately above or below it in the hierarchy.Figure 6.1 : Walkways and Overpass to Control Pedestrian Access
source: DPWH / MMURTRIP
Figure 6.2 : Service Road and Segregated Walkway to Control Local
Traffic Access
source: DPWH/ MMURTRIP-
a1TRAFFIC IMPACT ASSESSMENT (TIA)
Recent developments in transportation research in the Philippines have
resulted in the formulation of a TIA Handbook. This handbook was prepared
by the National Center for Transportation Studies (NCTS) in order to
standardize the conduct of TIA. In addition, it is worth giving more emphasis
‘on road safety as well as the traditional subjects such as volume control,
traffic forecasts, demand management, and congestion mitigation.
‘Some interesting subjects for consideration in the TIA is the interface
between land use development and traffic, and this should be reviewed
against the guidelines of the Housing and Land Use Regulatory Board
(HLURB). Parking demand and restrictions should also be strictly followed as
mandated by the National Building Code. Preferably, parking demand should
be based on local parking indices and not on intemational practices since
local traffic conditions very much differ from other countries’ experiences.
Pedestrian considerations should also be given more weight in the planning
stage.
Road safety is given importance in the proposed TIA guidelines. The general
‘scope of works on the proposed guidelines cover the following:
= Transportation Improvement
= Road Geometry
= Traffic Safety
* Site Circulation and Parking
= Transportation fai
pedestrian travel
S elated to public transport, bicycle, and
= Transportation demand management
= Neighborhood traffic and parking management
= Funding for countermeasures
Likewise, the NCTS TIA guidelines have listed the standards of significance
for traffic impacts of a project:
= If the projected traffic will cause the existing intersection or highway
roadway levels of service to drop below an acceptable level of service;
= If the projected traffic will contribute to the increase in traffic along
arterials or at intersections currently operating at unacceptable levels.
= If the project design does not have adequate parking or circulation
capacity to accommodate an increase in traffic.
= If the traffic increase or roadway design will result in safety concems;
or,
+ If the project does not include adequate provision for bicycle,
pedestrian, or public transport access.84
8.1.4
8.1.2
8.1.3
ROAD DESIGN PARAMETERS
Speed Management
Design Speed
The choice of an appropriate design speed for a red project is important to
ensure a safe design.
‘When choosing a design speed, the following factors need to be considered:
= Function of the road. An arterial road such as a national highway
would generally have a higher design speed than a local road
* Anticipated operating speed. For example, 2 national highway in an
area with steep terrain would generally have a lower design speed (i.e.
smaller radius curves) than a national highway in flat terrain where
higher speeds would generally be anticipated and hence large radius
curves adopted. In these examples the anticipated operating speed of
the new facility (that mey include improved elignment and road
surface), should form the basis for determining an appropriate design
speed, rather than the operating speed of the existing road.
* Anticipated speed limit. When considering the design speed along a
route, it may also be necessary to adopt a different design speed for
different sections of the road 2s circumstances change. For example
within a town or on the road section between towns,
+ Eonomics. The implications relating to cost of construction
‘Speed Implications
Research shows that lower speeds lead to fewer and less serious crashes.
‘There are two reasons for this:
= At higher speeds a rider or driver has less time to react to a situation
and therefore there is a greater likelihood that an error will result in a
crash; and,
+ The momentum and kinetic energy of a vehicle increases rapidly with
speed. The sudden dissipation of this energy in a crash means that
the injury to occupants is more severe.
Therefore, 2 carefully planned speed limit regime can make a significant
contribution to road safety.
Current Speed Limits
‘The current speed restrictions are set out in Chapter IV - Traffic Rules, in
Republic Act No. 4136 ‘Land Transportation and Traffic Code.’
The rules indicate that a motorist shall drive at a safe speed determined by
the driver based on the road environment and conditions. There are however
maximum allowable speeds for different road environments.
23On open country roads with no ‘blind corners" not closely bordered by
habitation, the maximum speed for passenger cars and motorcycles is 80kph
and for motor trucks and buses, 50kph.
On “through streets” or boulevards clear of traffic, with no “blind corners’,
when so designated, the maximum speed for passenger cars and
motorcycles is 40kph and for motor trucks and buses, 30kph.
On city and municipal streets, with light traffic, when not designated “through
streets’, the maximum speed for passenger cars, motorcycles, motor trucks
and buses is 30kph.
Through crowded streets, approaching intersections at ‘blind comers’,
passing school zones, passing other vehicles which are stationary, or for
similar dangerous circumstances, the maximum speed for passenger cars,
motorcycles, motor trucks and buses is 20kph.
Where it is determined that a road should have a different speed restriction to
that indicated above, then specific speed restriction signs should be installed
to inform motorists. The following sections describe where certain speed
restrictions could be appropriate.
High Risk Pedestrian Areas — 40 kph
Vulnerable road users, especially pedestrians, are particularly vulnerable at
higher speeds. The graph below basad on intemational research shows the
risk of a pedestrian fatality if hit by a vehicle at different speeds.
338
isk of Fatalty (4)
susses sea
Impact Speed (tm
Figure 8.1 : Risk of Pedestrian FatalityFor instance 25% of people struck by a vehicle traveling at 40 koh would
suffer fatal injuries. At 50 kph this risk increases to 85%. Therefore a speed
limit of 40 kph or lower would be appropriate in areas where there is high
pedestrian activity such as in city center areas.
A.40 kph speed limit would also be appropriate on roads where there are no
footpaths and pedestrians are required to walk on the road.
Low risk pedestrian areas - 60 kph
On roads through built-up areas where there are not so many pedestrians, it
is appropriate to allow motorized traffic to travel more quickly
The following picture shows the type of environment where 60 kph may be
appropriate. Although this road is carrying vulnerable road users, they have a
‘separate lane to travel in.
Figure 8.2 : High Speed Road with Separate Lane for Non-Motorized Vehicles
80 kph
‘An 80kph speed limit would be appropriate on a high standard duplicated
carriageway road where there is only occasional access from adjoining
properties.
100 kph
‘A 100 kph speed limit would only be appropriate on very high standard
expressways, which have a low crash rate. These expressways should have
a high standard geometry and should be free of roadside hazards. If hazards
exist and they cannot be removed or modified, they should be shielded with a
safety barrier.
268.1.4
8.1.5
8.2
Speed Restriction Signs
Good speed management practice depends on speed limtt signs being placed
in visible locations and repeated frequently enough for motorists to be certain
of which speed zone they are in.
At the start of a new speed zone, a speed limit sign should be erected on the
left and right sides of the road. Then within the first kilometer, there should be
two (2) farther pairs of repeater speed limit signs. After that, repeater signs
should be placed at one kilometer spacing
Repeater signs should also be placed before and after all major intersections
to confirm the speed limit to all traffic turning into the road being considered
Poor Road Standards
If the standard of the road geometry or its surface is poor, then it may be
appropriate to adopt a lower speed limit than would normally apply until such
time that the road improvements can be made. The lower speeds
compensate for the hazardous conditions of the road.
‘An 80kph or SOkph speed limit may also be appropriate on lower standard
expressways. For instance, the concrete plant cylinders on the side of the
expressway as shown in Figure 83 are a serious road hazard within the cleer
Zone which could cause injury to the occupants of an out of control vehicle. If
this roadside hazard cannot be removed or protection for vehicles provided,
the speed limit should be restricted to reduce the risk to motorists and riders.
Figure 8.3 : High Speed Road with Wide Median
Road Capacity
Road Capacity, as defined in the U.S. Highway Capacity Manual (HCM), is
the maximum number of vehicles, which have a reasonable expectation of
passing over a given section of a lane or a roadway in one direction or in both
directions during one hour under prevailing road and traffic conditions.8.3
Generally, road capacity with respect to road sections is measured in terms of
level-of-service. This is designated with letters ‘A’ to 'F’ with ‘A’ the most ideal
condition and 'F' the saturated condition where volume is equal to the road
capacity,
In regard to intersections, capacity is generally measured in terms of ‘degree
of saturation.’
The capacity of 2 route can be affected by the following factors:
= Number of Lanes;
= Lane and shoulder width;
= Terrain and road gradient,
* Traffic composition;
= Side friction such as the presence of road furniture and pedestrians;
and
* Intersection capacity (priority of movements, traffic signal phasing,
number of lanes etc.)
Ideal capacity of a road is 2,000 vehicles/hour (vph). However, based on
several surveys conducted in Metro Manila for various infrastructure projects,
it was found that the maximum volume is achieved only at a level of 1,400vph_
‘on expressways and 1,100 for urban arterials.
In the design stage of @ road project, appropriate capacity should be
established to ensure satisfactory operation. In establishing the capacity of
the road, actual traffic surveys as well as investigation of future use is
required to ensure that safety is not compromised once the facility is in
operation.
Traffic Forecasts
Experiences in the Philippines indicated that traffic forecasts for expressways
(tolled facilities) are usually optimistic. This may be seen as a factor to boost
revenue forecasts to make the road appear more interesting to investors.
The opposite can be true in planning urban arterials as forecasts are often
below actual traffic counts once the facility is in operation. The latter has
more impact on traffic safety since it could mean more traffic is using the road
than the volume for which it was originally designed. Further, road
maintenance is often compromised when traffic exceeds the forecasts (e.9.
thickness of pavement, lane width, maintenance budgel, etc.).O41
9.2
PUBLIC TRANSPORT
Public transport refers to public utlity jeepneys, buses and taxis.
Public Transport Operations
The rule of thumb to enhance safety in the operations of public transport as in
the case of Metro Manila is to segregate them from private cars. The
provision of “yellow lanes" on some mejor thoroughfares of Metro Manila is
seen as good practice. However, proper planning should be conducted on
locating loading and unloading areas for passengers. These
loading/unioading areas should be located in vicinities that offer protection to
commuters and pedestrians.
Lay-bys, Bus Stops and Service Roads
Lay-bys and bus stops allow public transport vehicles to stop safely and with
the minimum of adverse effects on other traffic. This is best cone with a
segregated area joined to the main road pavement only at an entry point and
exit point. Vehicles can then stop off the main carriageway without interfering
with other traffic and with less risk to passengers getting on or off.
Where primary roads are bordered by commercial or residential development,
service roads are the safest way of allowing access to property with the
minimum effect on other traffic. Also, where a large commercial development
is fronted by an informal parking area with controlled access to the
carriageway, a significant risk of accidents will often exist
The general guidelines in planning for public transport facilities are as follows:
= Lay-bys should be positioned on straight, level sections of road and
should be visible from a good distance in both directions.
= Onrrural roads, it is cheaper to provide lay-bys at transitions from cut to
fill.
= Access to lay-bys should be convenient and safe for vehicles and also
for pedestrians in the case of bus stops.
= Advance warming signs could be erected to alert drivers of the
approach to lay-bys, and to the possible presence of pedestrians
ahead.
* Adequate queuing and waiting areas should be available so that
waiting passengers do not use the road or a dedicated bus lay-by.
= Where space is limited, it may be possible to link premises using a
service road, which runs behind the premises and tums to rejoin the
‘main road only when a convenient and safe location is reached. At this
point, parking and other potential visual obstructions should be
carefully controlled.
28Where problems of merging from a lay-by occurs, it may be possible to
postpone the merge by providing a short additional lane, which is the
continuation of the lay-by.
Where spillage of diesel fuel is likely to occur, e.g. at bus stop,
concrete construction is more suitable than a bituminous surfacing.
(Buses will not use the stops if the road surface has deteriorated.)
Bus stops should be located beyond pedestrian crossings and after
intersections to avoid stopped vehicles masking pedestrian and other
crossing activities.
Figure 9.1 : Bus Stop Concept, EDSA
‘Source: DPWH / MMURTRIP-
Figure 9.2: Lay-By Concept, EDSA
‘Source: DPWHt / MMURTRIP
29On highly trafficked or arterial roads, it is desirable for public transport
vehicles to stop off the main carriageway. In urban areas, it can be
advantageous to locate indented bus or jeepney stops on the downstream
side of major signalized intersections. This can improve the ability and safety
of the vehicle to re-enter the traffic stream. The guidelines in the design and
location of turn-outs along national road shall conform to D.O. No. 58 series
of 2010,
ee SSD tas ato poe
' ' t |
cross-storih_ A= 4
roe
FIGURE + - TURNOUT ( LOADING / UNLOADING BAY )aeacmerto
Beno. 885.2000». 22
PLAN
FIGURE2 : TURNOUT LOCATION
TE = TYPICAL ROMDVAY SECTION
ASPHALT PAVEMENT
: BOND W8s2000 20
nore
‘GROSS LORE OF TH TURLT HAL BE OSL
STOOER Te CSS SLOPE OF He ADA
« Sa ee
{TYPE 2- TYPICAL ROADWAY
(CONERETE PAVCHENT
FIGURE 3: TURNOUT TYPICAL SECTIONS.
31|RERUDLEC OF THE PHEILEPPENES
DEPARTMENT OF PUBLIC WORKS AND HIGHWAYS
OFFUCE OF THE SECRETARY
Asis
OCT29 2m
DEPARTMENT ORDER } SUBJECT : REVISED GUIDELINES IN THE
5 8 ) DESIGN AND LOCATION OF
‘No. , TURNOUTS (LOADING AND
ey UNLOADING BAYS) ALONG
NATIONAL ROADS
In tine with the Repartment’s continuing penress af upgrading owe rat
safety standards, the guidelines in the design and locaton of tumouts
{loading untoacing bays) 48 set Torin in Department Order No, 44, Series ot
2019, aru hereby amendod., ax follows:
1, Tumouts shail be placed outside the carriageway of cur national reads
and should be sufficiently long to accommodate the maximum number
‘of vehicles expected to occupy the space at one time, The desivable
minimum length including transition taper iz €9.0 meters but not longer
‘than 185.0 meters to avoid ls use as a passing lane, (Figure 1);
2. The required length of the turnout shall be determined considering =
length of 15.0 meters for each bus;
3. Turnouts shall have # minimum width of 3.60 meters to sccommodate all
types of vehicle, (Figure 18);
4. Tumouts shall not be placed on or adjacent to horizontal and vertical
‘curves that limit the sight distance in either direction:
5. The specific location of tumout shall be determined taking into
consideration the following concitions:
5.1 Tumouts shall be placed at locationsipoblacions where pedestrians:
are normally concentrated;
2 A wmout may be placed at least $0.0 meters after 2 road
Intersection, (Figure 2)
53 Minimum Gistance DeweEn TWO consecUtIVe tumoUES In one
direction shall not be less than $00.0 meters in citvesiurban centers.
In other areas, the minimum distance shall not be less than 1.0
alometer;0. NO, 88.2010 P27
5.4 Turnouts shall not be placed opposite each other but shall be placed
not bess than 30.0 meters apart. (Figure 21:
6. The pavement type of turnout shail be the same as the existing pavoment
‘of the earriagaway, (Figure
7. The pavement thickness of turnout shall in no case be less than 100mm
for asphalt and 220mm for concrete with supporting base layers, (Fipure
a
8. Pedestrian sidewalk oc platform {minimum width of 2.0 meters) shall be
provided alongside the turnout and in ao case shall be lower than the
existing sidewalk:
3% Im areas involving high embankment or excavation, coco fiber or
geotextile net shall be used for the slope protection:
10. For adequate drainage of surface run-off, drainage facilities such a= curbs
and gutter, indete and storm sewer shall be provided within the tumat.
‘The follawing shall be abservad:
. The cross slope of the tamout shall be 0.40% steeper than the crass
Slope of the adjacent lane of the existing carriageway;
b. The gutter alongside the turnout shall have the same slope as the
existing carriageway;
¢. On camiagewsy with existing storm sewer, the tumout shall be
Provided with inlets (spacing of 20.0 meters) and connecting pipes to
the existing sewers
& On level carriagaways with no existing stow sowor, the gutter
alongside the tumout shall be sloped to 0.30%.
14, Adequate signages and pavement markings shall be installedita
maximize usage and safe operation, (Figure 2):
This Order supersedes Department Order No, 44, caries of 2010 andi
shaill take effect immediately.
SON
ROG
Secretary
Mn
a3