CHAPTER II

REVIEW OF RELATED LITERATURES AND STUDIES

The researcher has reviewed studied different number of literature and

study such as traffic rules and regulations in the Philippines, writers,

publisher, solutions Issued by the government and agencies, articles both

local and foreign reports on traffic management scheme manuals of

different cities to develop a better understanding of the implementation

and effectiveness of traffic rules. This strengthens my study as my guide in

arrived a factual solution of a problem.

RELATED LITERATURE

This part deals on the findings made from articles, and other magazines

related to present study. Strengthens my study as my guide in arrived a

factual solution of the problem. Traffic management is a term used to

embody the undertaken by the highways transportation agency to improve

road way system safety, efficiency and effectiveness for both providers and

consumers of transportation services. There are two distinct types of traffic

management. The first one utilizes traditional traffic engineering tools or

simple devices to regulate traffic control. The second relies more on

advanced technology through the use Intelligent Transportation System

(ITS).

In the Philippines, there are several government agencies which deals

with the traffic management These agencies includes the Metro Manila

Development Authority (MMDA), Development of Transportation and

Communications (DOTC), Department of Public Works and Highways

(DPWH), Traffic Engineering Center, Philippine National Police- Traffic

Management Group, and the Land Transportation Office (LTO). According

to Lidasan as mentioned in the news report, poor coordination among

government agencies occurs since their function and responsibilities often

overlap. Moreover, even if policy making and implementation or

enforcement were assigned in the specific agencies, this organization

usually disregard or bypass one another in the performance of their

functions. The following paragraphs further identify the key roles of the

different agencies for an effective traffic management

The responsibility for road construction and maintenance is divided

between DPWH national roads and LGUs for Local roads. The DPWH Traffic

Engineering Center has taken the responsibility for road planning that

requires traffic engineering. DOTC is in charge regulating vehicle fleet and

driver licensing through its Land Transportation Office. The Land

Transportation Franchising Regulatory Board regulates public transport

services and fares. DOTC also plans the extensions to Metro Manila‘s rail

system through the light Rail Transit Authority (LRTA) and the Philippine

National Railways.

Responsibilities for traffic management, however, should not just be

relied upon the government agencies but a collaborative effort among the

policy makers, implementers as well as ordinary people- even children in

the grade school to senior citizen. In the Philippines, poor education

general misconception, and a low level of road safety impact only in vehicle

owners. But the fact that everybody who uses streets; pedestrians,

motorist, peddlers, and beggars, all of us must realize that has strike in the

issue. The lack of road safety knowledge and the lack of discipline to apply

our knowledge exact a straggling cost of lost lives: limbs and economic

opportunities. Every citizen has to be educated about the road safety rules

and signs. Narsico D. Santiago III has filed house bill 4745 which aim to

have a separate subject integrated in the grade school and high school

curricula that includes the teaching of road traffic safety and signs since

young people are the easiest to train.

 Traffic Management is the planning, monitoring, controlling and

influencing of traffic for the free flow of vehicles on roads. Traffic

Management minimize the use of existing infrastructure, ensure reliability

safety, ensure roads are shared spaces for all stakeholders (motorist,

bicyclist, pedestrians, and other non-motorist)and also take environmental

aspects into considerations.

In an Urban city like Kathmandu, Nepal with the large population, it is

obvious that the number of traffic increase as the population increases too.

Traffic Congestion become normal on the streets in Kathmandu. In Such

situation road have congested; therefore planners need to develop

transportation and traffic policies to address such demographic changes.

Traffic chaos and congestion cause direct losses in economical, societal,

environmental and productivity terms. Disturbed traffic flow result in long

queues on roads resulting in fuel consumption without productivity and

emission affect in the environment. Congestion result in time and energy

wastage affecting societal activities and productivity. The lost time in

congestion could be better used for visiting relatives, learning, working,

etc. Often Congestion increases people’s annoyance levels. Therefore,

Traffic Management is essential tool to increase efficiency and transport

safety as well as improve productivity, enabling free flow of traffic urban is

based highly on the efficiency in mobility o move people, labor, and freight.

Along with road expansion, the government has planned to construct

flyovers at main junctions like New Baleshwar and several overhead

bridges. These developments are crucial and will show the immediate

impact on the valley’s traffic system.

Infrastructure improvements are not long term solutions either; they

should accompanied by management strategies for sustainable traffic and

transport system. The traffic system needs programs on parking

management, public transport system and technology based traffic

management can always be improve. Therefore, management should be

placed at high priority.

Vehicles spend most of the time parked. Increase in vehicles has

increased the demand for parking spaces, which has created a space

allocation and consumption problems. In Kathmandu, the parking problem

is a big issue. There are no proper parking rules regulations and adequate

parking places. Therefore, vehicles are parked wherever spaces are

available. Some park vehicles on the side of the roads even through its
prohibited, resulting narrower spaces for the movement of vehicles. The

roads are already narrow, and if vehicles are park such as narrow places,

there would be little room for vehicular movement causing traffic n and

accidents.

RELATED STUDIES

This part deals on the readings made by the researcher from these

dissertations, journals, and others articles she read.

This Chapter highlights the Effects of Traffic in Municipality of

Mangaldan. The materials presented which includes the opinions,

principles, and theories of experts are obtained to relate and be used in the

study. Traffic conditions in many areas are reaching an alarming state of

chaos and confusion. The efficient and orderly movement of people and

things play a major role in the social life and behavior of citizens and in the

economic growth of all nations. Traffic engineering has a purpose, to

design roadway facilities so as to lessen the frequency of accidents and

amount of congestion and thus facilitate safe, rapid movement. The study

aims to examine the causes of traffic congestion in. It stated in this study

that the most of

peopletodaythinkof congestion as a “new” problem, while another common

belief held is that trafficcongestion is a problem that needs to be fixed. The

attitude is prevalent among the public, transportation professionals, and

elected politicians. However, despite broad acceptance that the United

States has a “congestion problem”, it is possible to step back and consider

congestion as a socially determined concept rather than objective fact.

Philippine National Center for transportation Studies, traffic congestion

in Metro Manila has aroused more than P101 billion in

losses.Effects of Traffic Congestion includes Negative Economic Impact.

When compared with the growth of population, growth of vehicles have

more influence on traffic system directly. It has been growing rapidly in the

past ten years, since the growing number of population and more related

to people’s growing incomes.

Situation varies from motorcycle to other kinds of vehicles. The number

of motorcycle increased at a relatively lower rate than private cars, from

202 000 in 2001 to 320 000 in 2009 by 58%. The majority of this increase

happened in Xiao Shan District and Yuhang District, rather than in

Hangzhou’s urban areas. The reason for this is that the Government did
not permit motorcycles, and Motor Tricycles to go into Hangzhou’s urban

areas (Standing Committee of Hangzhou Municipal People’s Congress,

2003). Another kind of transport, which exerts great influence on people’s

commuting is electric bicycles. This electric bicycle usually runs at the

speed between 20 km/h and 30 km/h, and they do not belong to motor

vehicles in Chinese traffic laws. That means every one could use this

transport without 6 driving license. High accessibility of electric bicycles

encourages more people to use it, especially mobile people with low

income. The rapid growth of electric bicycles has contributed to reduction

of motor cycles. People formerly using motorcycles have switched to

electric bicycles after the ban of motorcycle in urban districts.

There is only one north- south expressway named Shang tang elevated

bridge crossing Hangzhou urban districts, but no transmeridional

expressway across Hangzhou’s urban districts. This Shangtang Elevated

Bridge is always congested during peak hours. And most of vehicles have

to drive on the ground, mixing with each other, and the high density of

traffic lights make things worse. Public buses, regarded as main public tool

for people’s trips, runs less efficiently, since they are mixed with low speed

of traffic flows. There is no Mass Rapid Transit in Hangzhou, although more

than 2 million people live there. The newly built BRT two lines are only

available for few people, but criticized those drivers whose roads capacity

was occupied by BRT. When the bicycle system emerged in Hangzhou it

was encouraged by most of citizens, but some problems still need to be

solved. Also more parking space is needed. Many drivers drive on the roads

just looking for available parking space, which even makes traffic more

congested.

The problems in the traffic system affect the quality of people’s lives,

and development of society in all fields. Traffic congestion in Hangzhou will

get worse without useful measures to solve those problems.

The things we don’t charge for are the things we run out of. Both the

car and the gas we put into it are not free, and that price plays the key role

in why we don’t run out of cars or gas. But since space on roads is free, we

regularly run out of it. This lack of an adequate pricing mechanism isn’t

just a clever frame for economist that has little bearing on the complicated

real world. Precisely the opposite is true: pricing is the only concept worth

grasping in order to understand traffic congestion.

 Now, it might seem like basic fairness comes into play here- after all,

roads are public space and it seems only right that all people should have

equal access. But the very equality of access is what leads to overuse and

eventual degradation of the road’s usefulness. When we make the choice

not to create the kind of market for roads that would prevent overuse and

allow for a higher degree of mobility, we are effectively choosing traffic

over mobility as a preferred policy outcome.

Road pricing in the form of tolls has recently gained momentum in

several places, including Los Angeles. Since the unpredictability of traffic is

one of the most stressful parts of congestion, the feature that makes HOT

lanes most attractive to all drivers is the consistent availability of a swift

travel lane as an option. HOT lanes are often tarred as “Lexus lanes’ for

the well-off, but research on toll lane equity reveals little evidence that

HOT lanes harm low-income drivers– the low-income food service worker

late for a child’s school play also appreciates the “emergency option”

feature of HOT lanes.

Traffic is often cast as a drag on the economy, but congestion would be

more accurately described as an expression of the economy: as the

economy improves, more people drive to work, more people buy cars and

gas, and we see an increase in travel to all kinds of places. When the

economy falters, people travel less because they cannot afford to do

everything they were doing before. Ask Youngstown, Flint, or Reno: the

only thing worse than terrible traffic congestion is none at all.

Additionally, while it appears that traffic congestion exerts a profoundly

negative influence on our ability to move around the region, this again

becomes a matter of perspective. Some people are infuriated by traffic as

the economy improves, but other people are happy to be driving (in traffic)

to a new job or making trips to stores for purchases they couldn’t

previously afford. Most costs of congestion also usually fail to account for

the much wider array of economic and social opportunities on offer in

congested cities. If a company needs access to a top-notch music producer

or a person seeks a date with a lawyer who likes cats and jazz music, they

can find more options more quickly in a crowded city, even one that is

congested.

Traffic congestion persists despite expensive projects such as adding

new lanes on freeways and expanding rail transit systems. The expectation
that these efforts will relieve congestion mistakenly assumes that the

current amount of traffic represents the finite amount of driving we would

like to do on our roads.

For an example, we can look closer at the number of drivers on the 405

freeway at 6 pm on an average weekday. These drivers are only a portion

of the people who would like to drive on that road at that time of day.

Another significant category of would-be “405 at 6 pm” drivers can be

classified into three sub-groups, drivers currently traveling earlier or later

on the 405 to avoid congestion, drivers using either alternate roads or

alternate modes (rail, bus, bicycling) to the 405 at 6 pm, and potential

drivers who are not traveling at all at 6 pm despite a desire to do so. Any

improvement in speeds on the 405 at 6 pm will therefore attract people

from each of these three groups of travelers and congest the road again.

“Latent demand” is one of the firmest behavioral laws in the field of

transportation. Any effort to increase speeds in congested cities will have

only temporary success because there is so much latent demand for road

space that almost any form of supply will be devoured by new drivers. This

goes for public transit as well as added highway lanes: when the BART
train opened a new passage between Oakland and San Francisco in the

Bay Area, car congestion on the Bay Bridge briefly improved as people

flocked to the train. But within months traffic congestion on the bridge was

back to previous levels.

Each of these three ideas is worth keeping in mind when the next

report is issued about the extraordinary time and money Americans lose

every year due to traffic congestion. Congestion was a problem in ancient

Rome, and it was a problem in US cities long before cars were even

invented. There are many untold behavioral stories lurking within the travel

landscape, and they go far beyond who might start taking a new train or

whose commute has become an even lengthier burden. Figuring out how

to tell the story of pricing might be the biggest scoop of them all.