TRIP GENERATION AND TRIP DISTRIBUTION

TRIP GENERATION - first step for stepwise or sequential procedure.

TWO METHODS
1. CROSS CLASSIFICATION
- To determine the number of trips that begins or end at the home
- Developed by Federal Highway Administration (FHWA)
2. RATES BASED ON ACTIVITY UNITS

SAMPLE SURVEY

DATA SOURCE
Modified from Computer Programs for Urban Transportation Planning, U.S. Department of Transportation
TRIP DISTRIBUTION - second step for stepwise or sequential procedure.
Purpose Of The Trip Distribution
- to estimate zone-to-zone movements, i.e., trip interchanges.
- This step usually follows trip generation analysis.
- The inputs to a trip distribution model are the zonal productions (P) and attractions (A).
- The model strives to link the productions and attractions based on certain hypotheses/concepts.
Trip Distribution is a process by which the trips generated in one zone are allocated to other zones in the
study area. These trips may be within the study area (internal - internal) or between the study area and
areas outside the study area (internal - external).
For example, if the trip generation analysis results in an estimate of 200 HBW trips in zone 10, then the trip
distribution analysis would determine how many of these trips would be made between zone 10 and all the
other internal zones.
SEVERAL BASIC METHODS ARE USED FOR TRIP DISTRIBUTION. AMONG THESE ARE:
- gravity model
- growth factor models
- intervening opportunities

GRAVITY MODEL - The most widely used and documented trip distribution model is the gravity model.
States that the number of trips between two zones is directly proportional to the number of trip attractions
generated by the zone of destination and inversely proportional to a function of time of travel between the
two zones.

Mathematically, the gravity model is expressed as:

GROWTH FACTOR MODEL
- Trip distribution can also be computed when the only data available are the origins and
destinations between each zone for the current or base year and the trip generation values for
each zone for the future year
- used primarily to distribute trips between zones in the study area and zones in cities external to
the study area.
- Since they rely upon an existing O-D matrix, they cannot be used to forecast traffic between
zones where no traffic currently exists. Further, the only measure of travel friction is the amount
of current travel.
- Thus, the growth factor method cannot reflect changes in travel time between zones, as does the
gravity model.
The most popular growth factor model is the Fratar method.
TABULATED CALCUALTIONS

New growth factors are computed as the ratio of the trip generation expected to occur in five years and the
trip generation estimated in the preceding calculation.

The calculations for the second iteration are left to the reader to complete and the process can be repeated
as many times as needed until the estimate and actual trip generation values are close in agreement.
MODAL SPLIT
- third step for stepwise or sequential procedure.
- One widely researched step/phase of the sequential travel-modeling procedure for urban
transportation planning is the modal split analysis, which involves the allocation of total person
trips (by all modes) to the respective modes of travel, primarily automobile and public transit.
- Modal split models basically relate the probability of transit usage to explanatory variables or
factors in a mathematical form.
- The empirical data necessary to develop these models usually are obtained from comprehensive
O-D surveys in specific urban areas.
MODE CHOICE
- aspect of the demand analysis process that determines the number (or percentage) of trips
between zones that are made by automobile and by transit.
FACTORS AFFECTING MODE CHOICE
1. Trip Maker Characteristics: Income, Car ownership, Car availability, Age
2. Trip Characteristics:
• Trip purpose—work, shop, recreation, etc.
• Destination orientation—CBD versus non-CBD Trip length

3. Transportation Systems Characteristics:

• Waiting time
• Speed Cost
• Comfort and convenience
• Access to terminal or transfer location

CATEGORIES OF MODAL SPLIT MODELS

1. Pre-distribution (or Trip End) Models
2. Post-distribution (or Trip Interchange) Models
3. Simultaneous Trip Distribution and Modal Split Models

1. Pre-distribution (or Trip End) Models - This type of modal split model is used to separate the trip
productions in each zone into the different modes to be distributed by mode-specific trip
distribution models. To determine the percentage of total person or auto trips that will use transit,
estimates are made prior to the trip distribution phase based on land-use or socioeconomic
characteristics of the zone. This method does not incorporate the quality of service.
2. Pre-distribution (or Trip End) Models
The procedure follows:
(a) Generate total person trip productions and attractions by trip purpose.
(b) Compute the urban travel factor.
(c) Determine the percentage of these trips by transit using a mode choice curve.
(d) Apply auto occupancy factors.
(e) Distribute transit and auto trips separately.
The mode choice model shown in Figure 12.9 is based on two factors: households per auto and
persons per square mile.

The product of these variables is called the urban travel factor (UTF). Percentage of travel by
transit will increase in an S curve fashion as the UTF increases.
 3. Post-distribution (or Trip Interchange) Models - This type of modal split model is very popular
because it can include variables of all types. However, conceptually it requires the use of a
multimodal trip distribution model and currently such distribution models are not used commonly.
In this method, system level-of-service variables are considered, including relative travel time,
relative travel cost, economic status of the trip maker, and relative travel service.
An example of this procedure is illustrated using the QRS method which takes account of service
parameters in estimating mode choice.
The QRS method is based on the following relationship:

The data required for estimating mode choice include:

(a) distance between zones by auto and transit
(b) transit fare
(c) out-of-pocket auto cost
(d) parking cost
(e) highway and transit speed
(f) exponent values, b
(g) median income,
(h) excess time, which includes the time required to walk to a transit vehicle and time waiting or
transferring.

Assume that the time worked per year is 120,000 min.

 4. Simultaneous Trip Distribution and Modal Split Models(Direct Generation Models) - This type
of model strives to estimate the number of trips between two zones by specific modes in one step
directly following the trip generation phase. Transit trips can be generated directly, by estimating
either total person trips or auto driver trips.

Figure 12.8 is a graph that illustrates the relationship between transit trips per day per 1000
population and persons per acre versus auto ownership. As density of population increases, it can be
expected that transit riding will also increase for a given level of auto ownership.

TRAFFIC ASSIGNMENT
TRAFFIC ASSIGNMENT - fourth step for stepwise or sequential procedure.
The final step in the transportation forecasting process is to determine the actual street and highway
routes that will be used and the number of automobiles and buses that can be expected on each highway
segment.

The procedure used to determine the expected traffic volumes is known as traffic assignment.

Since the numbers of trips by transit and auto that will travel between zones are known from the previous
steps in the process, each trip O-D can be assigned to a highway or transit route.

INPUTS TO TRAFFIC ASSIGNMENT PROCESS

To carry out a trip assignment, the following data are required:
(a) number of trips that will be made from one zone to another (this information was determined in the
trip distribution phase)
(b) available highway or transit routes between zones
(c) how long it will take to travel on each route
(d) a decision rule (or algorithm) that explains how motorists or transit users select a route
 (e) external trips that were not considered in the previous trip generation and distribution steps.

BASIC APPROACHES
Three basic approaches can be used for traffic assignment purposes:
diversion curves,
minimum time path (all-or-nothing) assignment, and
minimum time path with capacity restraint

DIVERSION CURVES
- This method is similar in approach to a mode choice curve.
- One of the frequently used assignment techniques
- This method predicts the percentage of trips that is likely to use a proposed neew facility based on
distance saved or time saved or cost saved
- The date collection from the pattern of road usage in the past, serve to build up such curves
DIVERSION CURVES CAN BE CONSTRUCTED USING THE FOLLOWING VARIABLES:
1) Travel time saved
2) Distance saved
3) Travel time ratio
4) Distance ratio
5) Travel time and Distance saved
6) Travel cost ratio
7) Distance and Speed ratio

MINIMUM PATH ALGORITHM

- The Shortest-path algorithm
- Calculates the shortest path from a start node to each node of a
connected graph.
- The minimum time path method assigns all trips to those links that comprise the shortest time path between
the two zones.
- The minimum path assignment is based on the theory that a motorist or transit user will select the quickest
route between any O-D pair
- The results can be depicted as a tree, referred to as a skim tree.
- All trips from that zone are assigned to links on the skim tree. E
- ach zone is represented by a node in the network which represents the entire area being examined.
- The algorithm that will be used in the next example is to connect all nodes from the home (originating) node
and keep all paths as contenders until one path to the same node is a faster route than others, at which
juncture those links on the slower path are eliminated

General Mathematical Algorithm

CAPACITY RESTRAINT
- A modification of the process just described is known as capacity restraint.
- The capacity restraint method considers the link travel time as a function of traffic volume going through
the link. The volume of traffic to be assigned to each link of the network is decided based on the travel
times. The travel time is variable and it will depend on factors like vehicle counts and number of lanes.
- The iteration process continues until a balance is achieved, such that the link travel time based on the
loaded volume does not change with successive assignments.
- The speed–volume relationship most commonly used in computer programs was developed by the U.S.
Department of Transportation, and is depicted in Figure 2. It is called a link performance function and
expressed in the following formula
TOTAL SYSTEM COST ASSIGNMENT

TRAFFIC IMPACT ASSESSMENT

A Traffic Impact Assessment (TIA) is an important tool to evaluate how a new development might affect
the local traffic. It includes details about the project, projected impacts, and necessary improvements to
ensure safe and efficient transportation in the area. The aim is to make sure the transportation system can
handle the new development properly.
● A well-prepared Traffic Impact Assessment (TIA) helps developers and permitting agencies in
several ways:
● It predicts how the new development will affect traffic,
● Identifies necessary improvements,
● Optimises fund allocation,
● Connects land use decisions with traffic conditions,
● Evaluates access points,
● Updates traffic data,
● And establishes the developer's responsibility for off-site improvements.

WHEN IS TIA REQUIRED?

Before any development can proceed, it must have the necessary infrastructure, such as utilities and
transportation. Therefore, each proposed development undergoes an assessment to determine if the site is
suitable, if it aligns with highway and municipal plans, and if any improvements are needed to safely
accommodate the development, including factors like access, capacity, and traffic control.
For developments, there are TWO TYPES OF ASSESSMENTS BASED ON THE SCALE AND COMPLEXITY:
Comprehensive Report: For larger developments with significant traffic impacts or complex locations,
requiring detailed analysis for recommended improvements.
Memo Report: For smaller developments with minor traffic impacts or straightforward locations, where
recommended improvements can be presented in a memo format
SUBMISSION REQUIREMENTS
A Traffic Impact Assessment (TIA) for a complex project should be submitted in two parts:.

➢ The first part includes the concept plan, access location(s), basic assumptions, and methodology,
and a meeting with DOTr before this submission can help avoid unnecessary revisions.
➢ The second part contains the detailed analysis, conclusions, and recommendations. The TIA relies
on assumptions that may need verification when new information is available, and subsequent
updates might be required.

The TIA is crucial for other studies and approvals, so it must be accurate and signed by a qualified licensed
transportation engineer.
An unsigned TIA will not be accepted, and the finalised TIA must bear a professional engineer's stamp and
the company's Permit to Practice.
ETHICS & OBJECTIVITY
Even though the TIA preparer and reviewer may have different goals and viewpoints, it's important for
everyone involved in the process to follow standard engineering practices and conduct all analyses and
reviews in an objective and professional manner.
PROCESS & FORMAT
COMMUNICATION
Since land use falls under municipal authority, any communication related to the Traffic Impact Assessment
(TIA) should include the municipality in the process
COMPATIBILITY WITH HIGHWAY PLANS AND MUNICIPALITY PLANS
For a developer's plan to succeed, it must align with both the municipality's and highway's plans. Since
these plans can be developed and updated separately, it's the developer's responsibility to gather current
and relevant information to make an informed decision before investing time and money into a project. .
PROJECT SCOPING
To avoid unnecessary work, it's recommended that all applicants contact TRANS before starting any Traffic
Impact Assessment (TIA) to determine the required scope, acceptability of access locations, assumptions,
methodology, and TRANS' expectations. A meeting with both the municipality and TRANS staff can be
helpful to discuss the proposed development plan, access locations, access management, setback
requirements, and other expectations to decide if a TIA is needed and its scope. Agreeing on all
assumptions beforehand minimises revisions, and it's important to confirm the reviewer's preferred
analysis tools.
REPORT FORMAT
The report should be presented concisely, in a clear step by-step manner that is easy to verify and
understand. All assumptions made must be well-explained and backed by enough evidence. Following the
suggested study format provided in Section 3.5 of the guideline will ensure consistency among different
studies and streamline the report review process
Recommended TIA report format:
1. Executive Summary
- providing a brief overview of the key findings, conclusions, and recommendations.
- should include details about the study site's location, the proposed development description,
existing traffic conditions, projected traffic volumes, and conclusions regarding future levels of
service with and without the development.
- it should identify recommended mitigation measures and discuss the best time for implementing
improvements on the highway network.
- A TIA summary chart, which can be found in the Guidelines' Appendix, should also be included in
this section.
2. Introduction and Proposed Development Information
- aims to give an overview of the proposed development and its location concerning the provincial
highway system.
- This section should provide the following information:
o History related to the transportation analysis including the applicant, land owner, type of
application the analysis is supporting, site history including previous applications and
analyses, etc.
o Overview of the scope of the study including study rational, study goals, scope and
methodology.
 o Proposed Development
▪ On site development
• Name, location with legal land description of the proposed development
• Land use, intensity, and size of the development
• Access location(s)
• Staging plan (expected dates of completion and full occupancy of the
ultimate development and of any interim phases)
• Previous site history, including previous applications, TIAs,
recommendations, etc.
▪ Study Area
• Influence area (typically within 1 km from the first highway access)
• Area of significant traffic impact
• Adjacent land uses and other developments nearby
o Existing Roadway Network
• Highway number, control section and kilometre
• Highway service classification
• Roadside management classification (functional classification)
o Maps and Plans
▪ Site Location Plan
▪ Site Plan
In the Traffic Impact Assessment (TIA), it's essential to include traffic from other proposed
developments as part of the background traffic. It is recommended to have a combined TIA for multiple
developments in the study area to assess their cumulative effects on the highway.
3. Future Highway and Municipal Plans
A Traffic Impact Assessment (TIA) is not only an operations assessment but also a planning exercise.
All development plans must be compatible with municipality plans and follow TRANS Access
Management Guidelines and highway plans. Understanding existing and future plans in the study
area is crucial for evaluating development site impacts
4. Existing Infrastructure Conditions
This section aims to show the current roadway system that serves the proposed development. The
report provides a description of the existing transportation system in the study area, with a focus on
major travel routes to and from the site. It is advisable to conduct a site visit as part of the Traffic
Impact Assessment (TIA).
5. Background Traffic and Projection
Background Traffic
The "Background Traffic" section determines the existing traffic volumes to analyze the proposed
development. The report should include information on 24-hour traffic volumes and peak-hour
turning movements at major intersections in the study area. Peak hours are typically morning peak
(6 AM - 9 AM), afternoon peak (3 PM - 6 PM), and weekend peak (11 AM - 2 PM). If the development
has unusual peaking characteristics, additional peak periods should be specified. The report must
evaluate traffic volumes during peak hours at intersections to propose appropriate improvements
that can handle the highest traffic needs.
Existing Background Traffic
The TIA consultant should primarily use this existing traffic data as the basis for analyzing
traffic volumes, conducting new traffic counts only when valid data doesn't already exist. Manual
traffic counts should be a minimum 12-hour count on a typical day, with 15-minute intervals,
capturing AM peak, PM peak, and noon peak. The count should consider congestions and queuing,
and be taken at typical traffic times, excluding holidays, detours, accidents, or inclement weather.
TRANS typically uses Annual Average Daily Traffic (AADT) and 100th highest AM and PM peak for
traffic projection and intersection design. In certain cases (e.g., seasonal developments), Annual
Summer Daily Traffic (ASDT) may be appropriate. The manual traffic count data must be factored to
the 100th highest AM and PM peak hour traffic for further analysis, following TRANS' Highway
Geometric Design Guide.
To conduct traffic signal warrant analysis (as explained in Section 4.3), the raw manual traffic
count must be adjusted (factored) to represent the typical day volume before using it in the signal
warrant worksheet. The specific factoring method is provided below :

Scenario 1: The traffic count was collected on a previous day.

Scenario 2: The traffic count is collected in the current year (when ATR 24 hr count and AADT for the
current year are not available.)

When pedestrian demand is present at the studied intersection or where pedestrian traffic
accommodation is anticipated, pedestrian counts should also be collected.
 Projected Background Traffic
TRANS calculates the traffic growth rate as a non-compounded average annual growth rate,
expressed as a percentage of the current (or most recent) traffic volume count. Consultants can
estimate the growth rate from historical traffic count data available on TRANS' website or traffic
projection models. The goal is to choose a method that provides a reasonable growth rate with a low
chance of underestimating future traffic volumes.
Traffic growth projections are performed using a specific formula:

Traffic Generated by Other Developments

When making traffic projections, consider traffic from other nearby proposed or planned
developments. Contact the municipality for future land use information. If multiple developers are
proposing projects in the same area, coordinate a joint TIA to assess the cumulative impact.
Site Generated Traffic
To assess the impact of the proposed development on traffic, follow the four steps transportation
model:
● Trip generation
● Trip distribution
● Mode split
● Trip assignment
The TIA should present trip generation information in an organized way. It should include details like land
use, ITE code, daily and peak hour trip rates, and the number of vehicle trips generated. This information
should be presented in a tabulated form, as suggested in Table 1.

Table 1. Sample Table for ITE Trip Generation Rates

The TIA involves analyzing pass-by trips, linked trips, trip distribution, and trip assignment.
● Pass-by trips are a portion of development-generated trips taken from background traffic,
presented in tabulated form.
● Trip distribution can be estimated using various methods and should be displayed on a map
showing directional percentages.
● Mode Split considers other travel modes if applicable, documented in the report.
● Trip assignment involves assigning projected development traffic to specific access points and
travel routes.

Combined Traffic
To assess the impact of the proposed development, combine projected background, other developments'
and site-generated traffic for peak periods. Project the combined traffic to 10-year and 20-year horizons.
Consider heavy vehicle percentages from both sources. Identify peak hours for the development and
highway, considering AM and PM peaks, but include other peak periods if needed. Present the analysis in
graphical and/or tabular format.
Suggested Traffic Layout
Arrange traffic projections chronologically and present them in tables and turning movement diagrams, like
Table 2, to facilitate the review process. Include all relevant traffic projections, considering the study's
complexity. If the development has multiple phases, treat each phase independently and project future
traffic as if the next phase will not occur.
Table 2. Sample Table for Traffic Calculation

6. Development Traffic
7. Post Development Traffic
8. Intersection Treatment Warrants
9. Analyses
INTERSECTION TREATMENT WARRANTS
Intersection Treatment Warrants are guidelines used to determine the need for implementing specific
traffic control measures or improvements at intersections. These warrants are established to ensure that
traffic control devices, such as traffic signals, stop signs, or roundabouts, are installed at locations where
they are truly necessary based on traffic conditions and safety considerations.
INTERSECTION TREATMENT FOR OVER DIMENSIONAL VEHICLES
Refers to the measures taken to accommodate and safely guide large or oversized vehicles through
intersections. Over-dimensional vehicles are those that exceed standard size limits, such as height, width,
length, or weight, and may require special considerations to navigate intersections without causing
disruptions to traffic or damage to infrastructure.
CAPACITY ANALYSIS
It is a systematic process used to assess the maximum flow rate or capacity of various transportation
facilities, such as roads, intersections, highways, bridges, public transit systems, and transportation
terminals. The TIA consultant shall conduct an analysis of traffic volumes, facility capacity, and Level of
Service for each intersection in the immediate area of the development within the study area.
TRAFFIC CONTROL NEEDS
It refers to the measures and strategies implemented to manage the flow of traffic effectively, enhance safety,
and optimize the use of transportation infrastructure. The TIA should identify, discuss, and describe the
need for the recommended traffic control treatments as they relate to the proposed development. This
includes identifying the appropriate type and location of the required traffic control (e.g., stop control,
traffic signal control) and the recommended intersection or interchange type (e.g., roundabout, diamond
interchange, other alternative treatment types, etc.).
TRAFFIC SAFETY
Safety of all road users (including vulnerable road users where applicable) must be taken into
consideration during the preparation of the TIA. The report should identify and make recommendations
regarding any geometric and operational issues that may impact safety, as well as any apparent collision
issues.
Some key components of traffic safety
● Road Design and Infrastructure
● Traffic Control Devices
● Intersection Safety
● Data Analysis and Crash Investigations

ILLUMINATION WARRANT ANALYSIS

Lighting warrants for rural and semi-urban intersections must be determined based on TAC’s "Illumination
of Isolated Rural Intersections" and "Guide for the Design of Roadway Lighting". The objective of
illumination is to improve nighttime visibility and enhance safety for drivers, pedestrians, and cyclists.
Illumination warrant analysis is typically based on established guidelines and criteria to ensure the
effective and efficient use of lighting resources.
PEDESTRIAN WARRANT ANALYSIS
Pedestrian movement accommodations are an important issue for transportation in urban and semiurban
areas. Depending on the type of development and its interaction with the surrounding community,
pedestrian movements can become a significant issue. Consequently, improvements to pedestrian facilities
may be required. This analysis aims to ensure the safety and accessibility of pedestrians, encouraging
walking as a mode of transportation while minimizing potential conflicts with vehicular traffic.
DESIGN VEHICLE ACCOMMODATION
An assessment of design vehicle requirements is a critical phase of the TIA and must not be overlooked. As
part of the intersection improvement analysis, it is necessary to ensure that the design vehicle is capable of
safely maneuvering the intersection without interfering with other traffic movements. The design vehicle is
a specific vehicle type with critical dimensions used as a reference for determining the necessary
geometries and clearances within the transportation system.
ACCESS MANAGEMENT AND RIGHTS-OF-WAY
Two essential concepts in transportation engineering focus on controlling the access to and use of
roadways and transportation facilities. These principles are aimed at improving safety, reducing congestion,
and enhancing the overall efficiency of transportation systems. The TIA report must address improvements
to the highway involving the removal, relocation, or alternation of existing accesses to maintain minimum
spacing and ensure highway safety under postdevelopment conditions. A planning-level intersection layout
indicating the required rightof-way for the proposed development access is required.
10. Conclusions and Recommendations (including the proposed intersection plans)
11. Appendices (scoping and supporting documents, calculations, correspondence, etc.)
ADDITIONAL INFO
WHO DOES TRAFFIC IMPACT ASSESSMENTS
• Usually graduate civil engineers who specialise in traffic engineering and transportation planning
• Often have Masters or Doctorates
• Cover the fields of traffic engineering, road safety engineering and transportation planning Public
misconception
• Clients are generally other civil engineers
WHAT LEGISLATION CONTROLS TRAFFIC IMPACT ASSESSMENTS
• No specific legislation
• Municipal by-laws
• EIA legislation DFA legislation
• Provincial Roads Act National Department of Transport
• LTFRB

WHY HAS TRAFFIC IMPACT BECOME A CRITICAL ELEMENT

• Low density development in transportation
• Past practices of building more roads as space was available
• Traffic management is now more cost effective
• User / developer pays philosophy adopted by government
• Increased public awareness and sensitivity to traffic
• EIA and DFA legislation
MITIGATION MEASURES
Road Improvements: Upgrading existing roads or constructing new roads to accommodate increased
traffic volumes resulting from the development. This may involve widening lanes, adding turning lanes, or
creating additional access points.
Traffic Signal Adjustments: Modifying traffic signal timings or installing new signals at intersections to
optimise traffic flow and reduce congestion
Roundabouts: Introducing roundabouts at appropriate intersections, which can improve traffic flow,
reduce delays, and enhance safety.
Pedestrian Crossings and Facilities: Creating safe and convenient pedestrian crossings, such as
crosswalks, pedestrian islands, or pedestrian overpasses, to improve pedestrian safety and encourage
walking.
Bicycle Facilities: Incorporating bike lanes, shared paths, or bike parking facilities to support cycling as an
alternative mode of transportation.
Public Transportation Enhancements: Improving public transportation services, including bus routes
and frequency, to encourage more people to use public transit and reduce reliance on private vehicles.
Traffic Calming Measures: Implementing traffic calming techniques, such as speed humps, chicanes, or
raised pedestrian crossings, in residential areas to reduce vehicle speeds and enhance safety.
Parking Management: Designing efficient and appropriate parking facilities to avoid parking spillage onto
surrounding streets and minimise traffic congestion.
Transport Demand Management (TDM): Encouraging the adoption of TDM strategies, such as carpooling,
ride-sharing, and flexible work hours, to reduce single-occupancy vehicle trips.
Intersection Improvements: Enhancing the design and layout of intersections to improve traffic capacity
and safety, such as adding dedicated turn lanes or modifying traffic island geometries.
Traffic Signal Synchronization: Coordinating traffic signals along major corridors to create green waves
and reduce stop-and-go traffic.
Traffic Control During Construction: Implementing measures to manage traffic during construction
activities, such as temporary traffic diversions and detours, to minimize disruption.
Monitoring and Adaptive Management: Setting up a monitoring program to track the project's impacts
post-implementation and adopting adaptive measures if needed.

The specific mitigation measures proposed in a TIA report will depend on the unique characteristics of the
development, the surrounding road network, and the anticipated traffic impacts. The goal is to strike a
balance between accommodating growth and development while minimizing adverse effects on the
transportation system and ensuring the safety and convenience of all road users.

TRAFFIC IN THE PHILIPPINES

HISTORY:
COLONIAL URBAN PLANNING
➢ It was during the Spanish colonial period when Manila began to grow into the metropolis it is to this
day.
➢ The Spanish urban planners laid out the city in grid pattern
➢ By the 19th century, the narrow streets of Manila are full of calesas (horse-drawn calash) and
pedestrians.
BURNHAM PLAN
➢ After the Philippine-American War, the Americans implement their own urban planning techniques.
➢ The Burnham Plan was to concentrate key government buildings in the city while keeping a wide
open field that is Luneta (later, Rizal Park)
➢ Burnham planned a radial or circumferential pattern for the city, deviating from the Spanish grid
pattern.
FILIPINO URBAN PLANNING
➢ 1941 - The Commonwealth approved the Frost-Arellano Plan, drafted by Harry Frost and Juan
Arellano.
➢ A quadrangle would encompass the circle, the roads on this quadrangle have been named after the
four cardinal directions.
➢ The Frost-Arellano Plan was not completed, it was then carried over by the 1949 Master Plan for the
Capital City .
➢ When Quezon City was designated as capital by President Elpidio Quirino (Republic Act No. 333),
Manila had a population of around 1.6 million.
➢ No extensive rail network accommodated public transportation in the city
➢ The Philippine government did not come up with another major plan, nor implemented any, for the
rapidly urbanizing Manila, Quezon City, and their neighboring areas. By 1960, the population of
Manila shot to 2.5 million.
➢ The Metroplan, recommended in 1977 takes a step further from the radial pattern by expanding
eastward.
➢ Another innovation that is otherwise absent in the 1941 plan was the utilization of mass transit.
➢ To accommodate the projected increase in population, a total of seven major lines were planned,
including a subway system.
21st CENTURY
➢ Modifications to the 1977 plan were made and succeeding administrations tried to implement them
until the year 2000. However, as the Philippines entered the 21st century, the 1977 plan seemed to
fall apart.
➢ Despite all government efforts to reduce the suffering of the populace, such as truck ban, extended
number coding hours, and intelligent traffic systems (CCTV, interactive signs, etc.), there are no signs
of improving
➢ Recommended as a solution to this grave situation is the Roadmap for Transport Infrastructure
Development for Metro Manila and Its Surrounding Areas (Region III and Region IV-A), also known
as the Metro Manila Dream Plan.
➢ The Dream Plan also proposes eleven (11) transit lines, including expansions, more than the 1977
plan of seven lines. If completed, it would total to 318 kilometers of rail, more than six times the
current capacity. The target is to get more than seven (7) million people commuting by train, an
expected share of around 30% to 40%.
CAUSES
1) Rapid Urbanization
- The Philippines has experienced significant urbanization in recent decades, leading to a
concentration of population and economic activities in major cities. This has resulted in
increased demand for transportation services and infrastructure, leading to congestion on roads
and highway
2) Inadequate infrastructure
- The road network in many cities and urban areas is often insufficient to accommodate the
growing number of vehicles. The lack of proper roads, bridges, and public transportation
facilities exacerbates traffic congestion.
o The NCR road network of 4,755 kilometers should be doubled to accommodate the
vehicle population. That means that the additional roads that are being built or widened
are eaten up by existing demand, which continues to outpace infrastructure development
(Villar, 2017)
o A study by Aydinan. J. (2020) , results showed that the commuters strongly agreed that
the traffic congestion in the town was caused by the narrow roads in the town.
o Lack of roads causes traffic congestion. Kwikiriza (2016) noted that as cities grow in an
ad–hoc fashion, there is no provision for scaling road capacity, eventually resulting in
multiple bottleneck roads, which remain congested for long periods
 3) Lack of efficient public transportation
- The Philippines faces challenges in developing a robust and efficient public transportation
system, particularly in urban areas. The limited availability and unreliability of public
transportation options force more people to rely on private vehicles, further contributing to
traffic congestion.
4) Seasonal factors and weather conditions
- Seasonal factors, such as heavy rains and flooding during the monsoon season, can cause road
blockages and traffic disruptions.
- Manila’s geography and low altitude, as well as the rising sea level, the city is subjected to
worsening floods in certain parts of Metro Manila after rain showers or storms. Because of these
flood-prone locations and main roads where motorists need to pass, Manila traffic becomes
worse, and motorists are forced to either go through flooded roads or find alternate routes.
5) Special events and roadworks
- Large public events, road constructions, and maintenance works can lead to temporary traffic
congestion and delays. Road work is known to be a big factor leading to congestion in traffic.
Incidents, such as roadwork, cause bottlenecks and injuries to occur, which in turn cause traffic
congestion (Schwietering and Feldges, 2016)
6) Informal settlements and street vendors
- Informal settlements and street vendors often encroach upon roads and sidewalks, reducing the
available space for vehicles and pedestrians, leading to traffic congestion.
7) Human Errors
- According to Mahmud, Gope,
and Chowdhury (2012), as
slow and fast–moving speed
vehicle variations run through
the same lane, slow– moving
vehicles make the fast–moving
vehicles slowly. This is also one
of the important reasons for a
traffic jam on the road. Besides,
over speeding, texting while driving, drink, and drive, inattentiveness, etc. are to blame (Mhandu
and Kazembe, 2012). Thus, many traffic congestions are caused by slow drivers or bad driving
habits, pedestrian errors, officer mistakes, poor planning, poor regulations, and traffic accidents
often due to human errors (Delizo, 2014)
8) Traffic management and enforcement issues
- Weak traffic management, inadequate traffic enforcement, and non-compliance with traffic rules
and regulations contribute to chaotic traffic conditions on the roads.
PLACES THAT ARE CONGESTED IN THE PHILIPPINES
1. METRO MANILA
- The National Capital Region (NCR), comprising several cities and municipalities, is notorious for
its heavy traffic.
2. . METRO CEBU
- the capital of the province of Cebu, is one of the major urban centers in the country, and its
metropolitan area faces traffic challenges similar to Metro Manila
3. METRO DAVAO
- Davao City, the largest city in Mindanao, also experiences traffic congestion, especially in the
central business districts and major thoroughfares
4. QUEZON CITY
- As the largest city in Metro Manila and the most populous city in the Philippines, Quezon City is
heavily affected by traffic congestion.
 5. MAKATI CITY
- Known as the financial center of the Philippines, Makati City experiences heavy traffic,
particularly during rush hours when people commute to work in the central business district.
6. PASIG CITY
- Another major city in Metro Manila, Pasig, is faced with traffic congestion due to its growing
population and limited road capacity
7. CALOOCAN CITY
- Located in the northern part of Metro Manila, Caloocan is one of the most densely populated
cities in the country, contributing to traffic issues in the region.
SOME KEY EFFECTS OF TRAFFIC CONGESTION
1. Time and Productivity Loss:
- Traffic congestion leads to longer travel times, resulting in wasted hours for commuters. The
extra time spent in traffic can reduce productivity, as people arrive late for work, appointments,
and other important engagements.
2. Economic Costs:
- Traffic congestion has significant economic consequences. Businesses may experience higher
transportation costs due to increased fuel consumption and delayed deliveries. It can also deter
investments and hinder economic growth in affected areas.
3. Health Issues:
- Prolonged exposure to trafficrelated air pollution can lead to respiratory problems and other
health issues. The poor air quality caused by traffic congestion can exacerbate existing
respiratory conditions and contribute to the development of new health problems.
4. Environmental Impact
- The idling of vehicles in traffic jams results in increased emissions of greenhouse gases and air
pollutants, contributing to environmental degradation and climate change. Traffic congestion can
also lead to noise pollution in urban areas.
5. Road Safety
- Congested roads can be dangerous for drivers, pedestrians, and cyclists. Stop-and-go traffic
increases the likelihood of accidents and collisions, posing risks to road users and adding
pressure to emergency services
POSSIBLE SOLUTIONS FOR TRAFFIC IN THE PHILIPPINES
1. Carpooling
- a practice of sharing of car journeys so that more than one person travels in a car, and prevents
the need for others to have to drive to a location alone.
2. Implementation Of Road Infrastructure Projects
- the government needs to allocate adequate budget for improving traffic systems, modernizing
road plans and increasing road capacity
3. . Limited Sale Of Vacant Public Lands For Commercial Development
- Selling vacant spaces to developers means transforming the vacant spaces into malls, office
buildings and other commercial structures, which further aggravate the shortage in road
infrastructure
4. Better Traffic Monitoring
- Traffic monitoring is a crucial part of planning for both companies and government traffic
authorities. With effective techniques for monitoring traffic, authorities can easily plan out and
tailor traffic policies for better mobility, while commercial companies can design roadways into
their businesses better so that it will be easier for motorists to access their business without
causing significant traffic congestion.
5. Stricter Traffic Fines
- paying fines for traffic violations to a system that may lead to license suspension after repeat
violations for those irresponsible drivers who don't follow traffic rules
 TRANSPORTATION SAFETY AND ECONOMICS
HIGHWAY SAFETY
Five major safety programs:
1. Coordinating and integrating broad-based safety programs.
2. Identifying and investigating hazardous highway safety problems and roadway location features
3. Ensuring early consideration of safety in all highway construction programs and projects.
4. Identifying safety needs of special user groups in the planning, design, construction, and operation
of the highway system.
5. Routinely maintaining and upgrading safety hardware, highway elements, and operational features.
ISSUES INVOLVED IN THE TRANSPORTATION SAFETY
Crashes of Accidents
• Accident
- commonly accepted word for an occurrence involving one or more transportation vehicles in a
collision that results in property damages, injury, or death.
- implies a random event that occurs for no apparent reason other than “it just happened.”
• Crash
- implies that the collision could have been prevented or its effect minimized by modifying driver
behavior, vehicle design (called “crashworthiness”), roadway or geometry, or the travelling
environment
Factors Involved in Transportation Crashes
1. Human Factors
a. Distracted driving
b. Speeding
c. Drunk or impaired driving
d. Aggressive driving
e. Inexperience
2. Environmental Factors
a. Weather conditions
b. Road conditions
c. Lighting
3. Vehicular Factors
a. Mechanical failure
b. Lack of maintenance
4. External Factors
a. Wildlife
b. Pedestrians and cyclists
Strategic Highway Safety Plans (SHSPs)
- comprehensive, data-driven, and multi-agency road safety plans designed to reduce traffic fatalities
and serious injuries on highways.
- These plans are developed collaboratively by state departments of transportation (DOTs), local
agencies, law enforcement, traffic safety organizations, and other stakeholders involved in
transportation safety.
- The main goal of SHSPs is to provide a roadmap for implementing evidence-based strategies that
effectively address the most critical safety issues on the road

Key features and components of Strategic Highway Safety Plans typically include:
 1. Data Analysis and Problem Identification SHSPs begin with a thorough analysis of crash data and
other relevant traffic safety information.
2. Safety Goals and Objectives: Objectives are set to achieve these goals, and progress is periodically
evaluated.
3. Focus Areas: emphasis areas where crashes are most prevalent.
4. Implementation Plan: provides a detailed plan for implementing the selected strategies.
5. Performance Measures and Monitoring: Regular monitoring and evaluation help determine the
plan's progress.
6. Coordination and Collaboration: Effective coordination ensures a unified and well-coordinated
approach to implementing safety initiatives.
7. Flexibility and Adaptability: recognize that road safety challenges may evolve over time, so they
incorporate flexibility.
8. Public Engagement: Engaging the public and stakeholders helps ensure that the plan aligns with
community needs and concerns.
9. Continual Improvement: Help improve the effectiveness of safety strategies and ensure progress
toward achieving safety goals
PLANNING COMPONENT
FOUR PROCESSES
1. Collecting and maintaining data
2. Identifying hazardous locations and elements
3. Conducting engineering studies
4. Establishing project priorities.
IMPLEMENTATION AND EVALUATION COMPONENTS
• Implementation involves scheduling selected projects and implementing the highway safety
improvements selected.
• The evaluation component involves the determination of the effect of the highway safety
improvement.
• This task is essential, since the information obtained will provide valuable data for other similar
projects.
EFFECTIVENESS OF SAFETY DESIGN FEATURES
DIFFERENT CRASH TYPES AND THEIR STRATEGIES
Collisions with Trees in Hazardous Locations
- Identifying high-risk areas with dense tree coverage, implementing road design improvements such
as clear zones and guardrails, and raising awareness among drivers about the potential dangers of
colliding with trees
Head-On Collisions
- Improving road signage and visibility, implementing physical barriers like median dividers,
enforcing strict traffic regulations, and promoting defensive driving techniques through education
and awareness campaigns.
Unsignalized Intersection Collisions
- Enhancing visibility through proper signage and pavement markings, implementing traffic calming
measures like roundabouts or speed humps, improving driver education on right-of-way rules, and
conducting regular safety audits to identify and address any design flaws or hazards
Collisions on Horizontal Curves
- Improving signage and pavement markings to provide better advance warning, implementing
appropriate speed limits and enforcement, enhancing lighting conditions, and conducting regular
maintenance to ensure optimal road conditions.
Collisions Involving Pedestrians
- Creating designated pedestrian crossings with proper signage and traffic signals, implementing
traffic calming measures near pedestrian-dense areas, educating both drivers and pedestrians
about the importance of following traffic rules, and enhancing infrastructure such as sidewalks and
lighting to enhance pedestrian visibility and accessibility.
Collisions at Signalized Intersections
- Optimizing signal timings to improve traffic flow and minimize conflicts, enhancing visibility
through proper signage and signal positioning, implementing advanced technologies like traffic
cameras or vehicle detection systems, improving driver education on proper intersection behavior,
and conducting regular safety assessments to identify and address any potential risks.
DESIGN FEATURES TO BE CONSIDERED
1. Access Control
o some combination of at-grade intersections, business and private driveways, and median
crossovers.
o For any given highway access control can range from full control (such as interstate highway)
to no access control (common on most urban highways).
o The reason why access control safety is important is because there are fewer unexpected
events caused by vehicles entering and leaving the traffic stream at slower speeds, resulting
in less interference with through traffic
2. Alignment
o The geometric design of a highway involves three elements:
▪ Vertical Alignment - influenced by consideration of terrain, cost, and safety
▪ Horizontal Alignment -. influenced by design speed and super elevation of the curve
itself
▪ Cross Section
3. Cross section
o One of the most important roadway features affecting safety.
o Cross-section elements (including through and passing lanes, medians, and left-turn lanes)
may be added when a two-lane road is inadequate, possibly improving both traffic
operations and safety.

4. Intersections
o represent the site of most urban motor vehicle crashes in the United States.
o The number of crashes at intersections has increased by 14 percent over a 20-year period. In
this situation, channelization is an effective means to improve safety.
o Types of lane dividers used for intersection channelization are raised reflectors, painted lines,
barriers, and medians.
 5. Pedestrian Facilities
o The safety of pedestrians is of great concern to traffic and highway engineers.
o Efforts to reduce pedestrian and bicycle crashes involve education, enforcement, and
engineering measures, as is the case for motor vehicle crashes
o The principal geometric design elements that are used to improve pedestrian safety are: -
Sidewalks - Overpass or tunnels - Raised islands - Auto-free shopping streets - Neighborhood
traffic control to limit speeding and through traffic - Cirb cuts that assist wheelchair users
and pedestrian with baby carriages - Shoulders that are paved and widened

TRANSPORTATION ECONOMICS
- plays a vital role in the economy/ It makes economic activity possible and serves as a major
economic activity in its own right, contributing directly and indirectly to the economy.
- Households, businesses, and the government directly consume transportation goods (e.g., vehicles
and motor fuel) and services (e.g., passenger and freight air transportation).
- Transportation indirectly contributes to the economy enabling the production of goods; and
Employing workers in transportation occupations in both the transportation industry and non-
transportation industries.
- Public (government) and private expenditures on transportation facilities, infrastructure, and
systems contribute to the economy by enabling the movement of both people and goods
domestically and internationally.
- Transportation not only enables international trade but also is a major good and service trade.
 TRANSPORTATION PLANNING, POLICY, &ANALYSIS
TRANSPORTATION PLANNING
- a preparation planning to move/transfer human, animal or other item to some place to another
place.
- This planning will related to the operation of the highway system, geometry, and operation of traffic
facilities.
FUNCTION OF TRANSPORTATION PLANNING
1. To identify highway system component. 1
2. To define transportation planning.
3. To recall the process and purpose of construction planning design.
4. To identify 5 models of transportation.
IMPORTANT OF TRANSPORTATION PLANNING
• EFFICIENCY - to achieve efficient management and better management of existing resources
• QUALITY - to reduce a negative impact to the traffic that produce a pollution
• EQUITY - to meet travel demand and response for all communities
TRANSPORTATION PLANNING PERIOD
Short Term ( Action Plan)
- Review matters that can be completed within three years and involve high costs.
Long Term (≥ 5 years)
- This type of planning is more structured and complicated and it must be designed better than short
term planning. Urban transportation planning process involves planning the next 20 to 25 year.
CHARACTERISTIC OF TRANSPORTATION PLANNING
• determine the transportation needs.
• make/built a transportation formulas.
• study the profitability.
• traffic/travel pattern is clear, stable and can be control.
• Relationship between the various modes of transport.
• The transportation system can influence the development for that area and ready to serve it
TRANSPORTATION PLANNING ELEMENT
• PLANNING PROCESS
o Studied Research
o Stage Forecast Stage
o The Evaluation Stage
➢ Situation Definition
➢ Problem Definition
➢ Search for Solution
➢ Analysis of Performance
➢ Evaluation of Alternatives
➢ Choice of Project
➢ Specification and Construction
• IMPLEMENTATION
• MONITORING AND REVIEW
GENERAL POLICY OF TRANSPORTATION PLANNING
SOCIAL ASPECTS - improve the social aspect s as can be done safely and comfortably
ECONOMIC ASPECTS - with the existence variety of travel pattern, activities such as employment,
population and household income will be increase.
PHYSICAL ASPECTS - create an efficient transportation system because there are various modes of
transportation introduced.
THE ROLE OF TRANSPORT POLICY
HIGH QUALITY URBAN TRANSPORT IMPACTS ON THE PATTERN OF LIVING, INCLUDING:
• affect/improve the productivity and economic growth.
• provide increased accessibility and influence and prices and land use.
• affect the standard of living.
• affect the environment in the city
TRANSPORTATION POLICY IN THE PHILIPPINES
ROADS-DOMINANT FORMOF TRANSPORTATION INTHEPHILIPPINES

POLICY VISION
secure, reliable, efficient, integrated, intermodal, affordable, cost-effective, environmentally sustainable, and
people-oriented national transport system that ensures improved quality of life of the people
POLICY CONSTRAINTS
Acknowledges that the Philippine transport system indicate recurring issues such as:
• Lack of integrated and coordinated transport network;
• Overlapping and conflicting functions of transport agencies;
• Transport safety and security concerns; and,
• Inadequate transport facilities particularly in conflict-affected and underdeveloped areas;
PHILIPPINE NATIONAL TRANSPORT POLICY POLICY IMPLEMENTATION PRECEPTS
Ensure effective and efficient inter-government coordination, local government participation and
stakeholders' collaboration with the end in view of
• Providing intermodal connectivity among transport infrastructures, Effecting good governance
through streamlined transport regulations, rationalized transport agency functions, policies aligned
with government priorities and programs,
• Ensured adherence to safety standards and compliance with international agreements
• Promoting green and people-oriented transport systems,
 • Promoting transport infrastructure investments
• Creating "new" economic growth centers outside of the country's key cities for inclusive growth
through access improvement and support to tourism, agro-industry, trade and logistics, and other
economic sectors.
TRANSPORT STRATEGY FORMULATION
Implementing the Philippine National Transport Policy
• Comfortable life Strategy
o Primary Attribute Of Common Filipino Commuter
▪ Filipinos in the past 25 years have been toiling.
▪ Average commute time of 5 hours/day.
▪ In lower income strata at 6.5 hours/day.
o Primary Objectives
▪ Give back precious time to our citizens.
▪ Lower commute time to 2.5 hours/day.
▪ Best possible comfort in commuting
▪ Optimal means of transport.
▪ Reduce wait times & delays
▪ Remove improbabilities in the system
• Fats and sure strategy
A Project Should Have A Commitment To Deliver A Comfortable Life In The Shortest Amount Of Time
o Our projects to be viable has to fast and sure.
o It leverages on several best practices to deliver projects in a timely and orderly manner.
o Project tasks should be parallel and work should be 24 x 7.
o Further projects shall be negotiated in a short amount of time.
o Projects should partial operability
o Leadership support to commit resources
o Government apparatus is aligned to goals
o Direct Executive Branch Attention
• Temporal objective strategy
o Traditionally Transportation Projects Is Spatial
▪ Projects is determined based on their location in space and its dimensions
▪ Transport projects are measured in distance it connects (km of roads, miles of rail)
passengers it carries (movements per hour, PPHPD, passengers per coach).
o Dense Urban Areas Needs Time-Space Considerations
▪ Based on "Activity First Mobility Model"
▪ As a country matures, TIME or "TEMPORAL DOMAIN" is more valuable to its citizens
▪ We took upon ourselves to impose a "TEMPORAL OBJECTIVE"
o Door To Door Objective
▪ 55 minutes from house to place of work
▪ TOD project candidates starts at location
▪ 55 mins away from "traffic center of gravity"
• Transit oriented development strategy
o Transit Oriented Development (Tod) Supports The Temporal Objective
▪ It supports traffic shaping
▪ It creates center of gravity for traffic originations
▪ Temporal objectives are much more manageable
o Incusive Participation
▪ Small local governments, businessmen and fringe stakeholders can participate in
value creation.
▪ Reinforces the transformation of suburban economy
• Land value capture strategy
o Transit Oriented Development (Tod) Results Into Land Value
▪ Creates value in the local level allowing local governments and small business to
obtain economic windfall
▪ Makes TOD more tangible
▪ Makes future projects viable (i.e. feeder systems, multi modal systems)
o Implementation Constraints
▪ Requires lobbying in national tax laws Legislation of LVC provisions
▪ Guidance to local leaders about LVC
▪ Future source of income for national agency and local government units
• Hybrid PPP Strategy
o Fiscal Benefits
▪ The Philippines wants lower financing costs and interest rates to its fund the
infrastructure program.
▪ It uses a hybrid PPP Policy, where infrastructure will be built by using financing
obtained through concessionary means.
▪ And offer the operations and maintenance to a PPP provider.
▪ It allows us to utilize lower amortization costs compared to straight PPP
arrangements.
o Political Benefits
▪ Multi administration projects to succeed
▪ Allows broader participation of private sector
▪ Control inflationary impact of commuter fares
▪ Increase fare box value of PPP provider/partner