MOVEMENT SYSTEMS

GROUP 5
FONOLLERA, KRISTA MAE | GONONG, JOHN RAY | GUALBERTO, ASHLEY |
GUANZON, KRISTIEN | JACOB, SAMANTHA
PEDESTRIAN
● Pedestrian - the term used for a
person that is traveling on foot,
particularly in road surfaces.
● Pedestrian Lane / Crosswalk -
designated space on road surfaces for
exclusive use of pedestrians. The lane
may be on one or both sides of the
roadway and can fill gaps between
important destinations in a community.
● Walkways / Pathways - Outdoor
passages built for people to walk
along, usually adjacent to roads and
along buildings and parks,
PEDESTRIAN MOVEMENT
● Pedestrian movement is one of the principal considerations in designing a
building and site.
● Pedestrians, once arriving at the site, should be able to circulate the area
conveniently and safely. Pedestrian circulation:
○ Ensures that visitors can safely walk from vehicles to pathways to destinations.
○ Prevents visitors from cutting new paths. Creates the quickest, shortest walk from the parking
area to the front door or destination.
○ Places trash receptacles along the path from the parking area to the destination.
○ Places clear directional signs.
○ Provides attractive lighting when needed.
PEDESTRIAN MOVEMENT SAMPLE DIAGRAMS
PEDESTRIAN WALKWAYS
● The width of pedestrian pathways vary depending on purpose and intensity of
use.
● In general, a 600 mm (24 in) width for each pedestrian is necessary, which
suggest a minimum pathway width of 1200 mm (4 ft) for public walkways.
(Time-Saver Standards for Landscape Architecture)
● Pedestrians as a group do not typically use the entire width of walkways. The
edge of a walkway adjacent to a curbed roadway and along the building
facade is avoided by pedestrians.
● Street furniture and features such as trees reduces the effective width of a
pathway.
PEDESTRIAN WALKWAYS CONDITIONS
PEDESTRIAN ROADWAY STANDARDS
(NATIONAL BUILDING CODE)
● For local cemeteries, there shall be a main road of 2 meters minimum width
from the main gate straight to the rear of the cemetery for pedestrian traffic.
Crossroads of 1 meter minimum shall be laid out to divide the cemetery into
sections.
● For memorial parks, roadways shall be at least 8 meters wide, laid out in such
a manner that the farthest interment site shall at least be within 60 meters
walking distance from any roadway as the shape of the park lot allows.
However, in no case shall the farthest interment site be more than 90 meters
than any roadway.
● The width of the walkway shall be not less than 1.20 meters but not more than
⅓ of the width of the sidewalk. Where only partial occupancy and fencing of
the sidewalk is necessary, a temporary walkway will not be required provided
that a width of at least 1.20 meters of the sidewalk is left open for the use of
pedestrians.
VEHICULAR
Landscape architects, site planners, and engineers are responsible in designing
quality public spaces, including street systems which incorporates: transportation
needs; improved access for residents, employees, and customers; reduced
congestion; increased choice among modes of travel; consideration of
ecological parameters; and enhanced environmental protection.
At the local level, vehicular circulation design involves the following steps:

1. Determination of land uses at the site

2. Estimation of trips generated, ad the type and intensity of the uses
3. Distribution of trips to major approach roads
4. Assignment of vehicle volumes to the roadway network
5. Analysis of the capacity of the roadways to handle the traffic
6. Geometrical design of the various roads and streets according to projected
capacity, use, and desired speed
General Principles

● Minimize the amount of land used for vehicular circulation.

● Preserve natural features and provide street alignment that complements the
natural topography.
● Reduce impervious areas and materials and incorporate natural drainage.
● Provide adequate streetscape (landscapes and hardscapes).
● Minimize road pavements and rights-of-way.
● Reduce the length of streets and provide adequate pedestrian connections.
● Provide traffic-calming measure at transition points and where pedestrian
oriented design is sought.
● Incorporate and encourage multimode travel, such as bicycle and bus lanes,
and reduce parking ratios where transit is available.
Hierarchy of Street Sytems

• Vehicular traffic flows in sequential order from low

intensity to high intensity.
• Local access streets > collector/ distributor
streets > arterial streets > freeways

Basic categories of traffic arteries are:

1. Freeways/ expressways/ motorways
2. Arterial streets/ highways
3. Collector/ distributor streets
4. Local access streets
Freeways/ expressways/ motorways

-are designed to allow movement of large

volumes of traffic between, around, or
through urban areas.

• Velocity is reached because of high

intervals between traffic interruptions (onoff
ramps).

• All cross traffic is accomplished by

overpasses and underpasses eliminating all
grade level intersections which would
impede traffic.
Arterial Streets/ highways

-are continuous vehicular channels that connect

with expressways by means of on-and-off ramps at
carefully determined locations.

• These are typically two and three lanes wide in

each direction.
• On street parking is prohibited
• Access to adjacent commercial property could be
restricted
• Access to residential streets is allowed
• All crossings are controlled by traffic signals
• Typical speed limit is 35 mph
• Major intersections should be separated by at
least 800’-0”
Collector-Distributor Streets
-serve as the transition between arterial streets and the local access
streets of a neighborhood.

• They provide access to adjacent residential properties

• They are usually discontinuous, thereby preventing through-traffic
and reducing vehicular speed
• Curb-side parking is allowed but only at certain times of the day and
may be limited or prohibited
• When collector streets intersect with arterial streets, traffic signals
are used
• Local and collector streets are usually controlled by stop signs
Local access streets

-provide access to low intensity uses fronting

on them.

• They carry low traffic flows

• Such streets consist of loops and

cul-de-sacs or combination of the two

• Unrestricted curbside parking

• Unlimited Pedestrian use

ROAD LAYOUTS
● THE ARRANGEMENT OF ALL RESOURCES
THAT CONSUME SPACE WITHIN A
FACILITY TO CREATE A VARIETY OF ROAD
CONJUNCTIONS.

● GENERAL PROJECT INFORMATION

● BASIC INFORMATION NECESSARY FOR

THE PROPER REVIEW AND EVALUATION
OF THE PROPOSED IMPROVEMENT OF
THE LOCATION.
Road Layouts: Parts of Roadway
●ALIGNMENT - Route of the road, defined
as a series of horizontal tangents and
curves.

1.Horizontal alignment
based on the pavement center line, which is
marked off in 100 foot stations for
reference, beginning at some arbitrary end
of the system.
Road Layouts: Parts of Roadway
Vertical alignment- provides a comfortable transition between two different
grades avoiding overly steep inclines, sudden bumps, and hollows.

Left to right (cloverleaf-right (Direct-left interchange-series of (Diamond Interchange)

turns) lefts turns)
Road Layouts: Parts of Roadway
● PROFILE- vertical aspect of the road, including crest and sag curves,
and the straight grade lines connecting them.
Road Layouts: Parts of Roadway
● CROSS SECTION- shows the position and number of vehicle and
bicycle lanes and sidewalks, along with their cross slope .
Road Layouts
● Dead Ends
A minimum turnaround at the end of a cul-de-sac (bottom of bag) should have a
40 ft outside radius free of parking, so that vehicles such as a fire engines can
negotiate it.
Types of Road Layouts
● Rectangular/Block Pattern

In this pattern, the whole area is divided

into rectangular blocks of plots, with
streets intersecting at right angles. The
main road which passes through the
center of the area should be sufficiently
wide and other branch roads may be
comparatively narrow. The main road is
provided a direct approach to outside
the city.
Rectangular/Block Pattern
Advantages:

1) The rectangular plots may be further divided into small rectangular blocks for construction of
buildings placed back to back, having roads on their front.

2) In this pattern has been adopted for the city roads.

3) The construction and maintenance of roads of this pattern is comparatively easier.

Limitations:

1) This pattern is not very much convenient because at the intersections, the vehicles face each
other.
Types of Road Layouts
● Radial or Star and Block Pattern

In this pattern, the entire area is divided

into a network of roads radiating from
the business outwardly. In between
radiating main roads, the built-up area
may be planned with rectangular block.
Radial or Star and Block Pattern
Advantage:

1) Reduces level of congestion at the primary bottleneck location.

2) Prevents traffic from accessing local flow routes in the direction of the event venue that operate
in favor of egress traffic flow.
3) If one is block then other side traffic can move.
4) Vehicles face each other less than block pattern.

Limitations:

1) Proves particularly effective if two-lane ramp traffic does not have to merge at downstream end
of ramp.
2) Safety appurtenances such as guide rail transitions, crash attenuators, and post support bases
have not been designed to provide adequate protection at hazardous locations from the opposite
direction of travel.
Types of Road Layouts
● Radial or Star and Circular
Pattern
In this system, the main radial
roads radiating from central
business area are connected
together with concentric roads. In
these areas, boundary by adjacent
radial roads and corresponding
circular roads, the built-up area is
planned with a curved block
system.
Radial or Star and Circular Pattern
Advantages:

1. At traditional intersections with stop signs or traffic signals, some of the most common types of crashes are
right-angle, left-turn, and head-on collisions. These types of collisions can be severe because vehicles may be
traveling through the intersection at high speeds. With circular pattern, these types of potentially serious crashes
essentially are eliminated because vehicles travel in the same direction.
2. Installing circular pattern in place of traffic signals can also reduce the likelihood of rear-end crashes.
3. Removing the reason for drivers to speed up as they approach green lights and by reducing abrupt stops at red
lights.
4. Because roundabouts improve the efficiency of traffic flow, they also reduce vehicle emissions and fuel consumption.

Limitations:

1. Center lines of roads leading to circular pattern should be properly aligned with the central island.
2. Approach roads should be sufficiently curved, far enough in advance of circular pattern, to reduce vehicle speeds of
entering drivers.
3. Islands separating the approach and exit lanes, known as splitter islands, should extend far enough to provide
pedestrian refuge and to delineate the roundabout.
4. Traffic signs, pavement markings, and lighting should be adequate so that drivers are aware that they are
approaching a roundabout and that they should reduce their travel speed.
5. For older drivers declines in vision, hearing, and cognitive functions, as well as physical impairments, may affect
some older adults' driving ability. Intersections can be especially challenging for older drivers.
Types of Road Layouts
● Radial or Star and Grid Pattern

Change in direction, and because street

patterns are the most enduring physical element
of any layout, it could potentially contribute to
systematic site planning and, consequently,
deserves a closer look. Though the network is
entirely interconnected, north-south movement
becomes circuitous, indirect, and inconvenient,
making driving an unlikely choice and vividly
illustrating that interconnectedness by itself is
insufficient to facilitate movement.
Radial or Star and Grid Pattern
Advantages:

1) Keep vehicular traffic safe with a high proportion of 3-way intersections.

2) Reduce cut-through traffic by similar or other means.

3) Improve traffic flow in both directions using Savannah’s cellular structure.

4) Improve land use efficiency and unit density.

Limitations:

1) Islands separating the approach and exit lanes, known as splitter islands, should extend far enough.
2) Traffic signs, pavement markings, and lighting should be adequate so that drivers are aware that they
should reduce their travel speed.
Types of Road Layouts
● Hexagonal Pattern
In this pattern, the entire area is
provided with a network of roads
formatting hexagonal figures. At each
corner of the hexagon, three roads meet
the built-up area boundary by the sides
of the hexagons is further divided in
suitable sizes.
Hexagonal Pattern
Advantages:

1) Three roads meet the built-up area boundary by the sides of the hexagons.

Limitations:

1) Traffic signs, pavement markings, and lighting should be adequate so that

drivers are aware that they should reduce their travel speed.
Types of Road Layouts
● Minimum Travel Pattern

In this road pattern, city is

contented by sector center,
suburban center and neighborhood
center by the road which required
minimum to connect the city center.
Minimum Travel Pattern
Advantages:

1) these types of potentially serious crashes essentially are eliminated.

Limitations:

1) Traffic signs, pavement markings, and lighting should be adequate so that

drivers are aware that they should reduce their travel speed.
2) Intersections can be especially challenging for older drivers.
Proper Orientation of Road Layouts
BASED ON NBC:

● Standard showing North Direction

● Boundaries of the Site and Guide grids
● Roads( Approach , Existing(Yellow) &
Proposed Roads(Pink).
● Existing physical Structures,
● Location of Reserved open spaces
● Plot numbers with dimensions
● Legend with colours , Scale and Title
● Buffer and Extract of Master plan
Road Capacity
The capacity of the road depends on the:
Characteristics of the road:
● width
● surface
● alignment
● conditions at the edge
Characteristics of the traffic:
● Vehicle type
● speed
● control
● driver skill
● The theoretical capacity of one lane of
traffic is 2000 cars per hour where this
flow is completely steady, uninterrupted,
and at optimum speed and spacing.
● A multilane freeway may carry up to 1500
or even 1800 cars per hour per lane.
● Congested street with frequent side
friction due to cars parking and entering
may carry only 200 to 300 cars per hour
on the outside lane.
● A local residential street will carry about
400 to 500 cars per hour per lane.
STREET NETWORKS
Integrated Street Networks

Sustainable neighbourhoods are areas where

an efficient use of land, high quality urban
design and effective integration in the
provision of physical and social infrastructure
such as public transport, schools, amenities
and other facilities combine to create places
people want to live in.

The integration of land use and transportation

encourage the consolidation of development
along strategic connections and around nodes
(including city, town and village centres).
Movement and Place
Movement Function

The movement function of a street is generally

described using a classification system, such as a
street hierarchy. This guide refers to street hierarchy
as follows: Arterial Streets, Link Streets, Local Streets

Designers must consider the function of a

street/street network. In general, as the movement
function increases the street, designers: Should
optimise the movement of public transport, should
cater for greater numbers of pedestrians and cyclists,
may need to cater for higher volumes of traffic.
Movement and Place
Designers must consider the function of a street/street
network. In general, as the movement function increases
the street, designers:

● Should optimise the movement of public

transport.
● Should cater for greater numbers of pedestrians
and cyclists.
● May need to cater for higher volumes of traffic.
ROAD LAYOUTS
Republic Act 333 created the Capital City
Planning Commission, tasked to produce
a master plan for the new capital city. The
master plan, approved in 1949, shall "guide
and accomplish a coordinated, adjusted,
harmonious construction and future
development" of Quezon City.

Architect Juan Arellano was appointed to

head the commission.

1949 master plan for Quezon City

ROAD LAYOUTS
Quezon City Traffic Map
Road Layouts in Relation to Traffic Congestion
A primary function of all transport policies has been to reduce the waste of resources caused by congestion. National and
regional transport policies and plans have recognised that it is not feasible or sustainable to accommodate continued
demand for car use. In contrast, sustainable modes (walking, cycling and public transport) can cater for very high volumes
of movement in a far more efficient manner. Policies and plans, therefore, promote sustainable modes of travel and
acknowledge that, in the absence of demand management, a certain level of car congestion is inevitable.

One of the outcomes of a more connected, traffic-calmed network will be reduced car dependency and increased use of
more sustainable modes of transport. This is the most balanced way of addressing traffic congestion. Higher levels of
connectivity for all users will also enable greater vehicular permeability, albeit at slower speeds. The benefits of this
approach include:

• Slower vehicle speeds are often perceived to be a cause of congestion but can lead to increased traffic capacity.

• More frequent minor junctions with fewer vehicle movements calm traffic and are easier for pedestrians and cyclists to
navigate.
Solutions for Traffic Congestion
It is an imperative to give greater priority to be given to the movement of pedestrians in order to facilitate more sustainable
travel patterns. This includes the prioritization of traffic signal timings (both new and existing) to favour pedestrians and
cyclist instead of vehicles and to reduce pedestrian crossing distances.

The creation of more compact junctions that minimise pedestrian and cyclist waiting times, will place additional pressures
on junction performance. In areas where pedestrian activity is high (such as in Neighbourhoods and Centres) junctions may
have to operate at saturation levels for short periods (i.e. above 93% during peak periods).

Highly segregated ‘cell and distributor’ networks channel faster moving

traffic to large junctions where bottlenecks may occur (left). More
permeable networks result in more frequent minor junctions with fewer
vehicle movements (right) which calm traffic and are easier for
pedestrians and cyclists to navigate.
Solutions for Traffic Congestion
Designers must have regard to the location of bus services as a
strategic network issue. In general:

• Bus services should primarily be directed along Arterial and Link

streets as these will be the most direct routes with between destinations
with the greatest number of connections.

• On lower frequency routes, or in less congested networks, bus lanes

that allow buses to move towards the front of queuing traffic at junctions
may suffice. This approach may also be preferred on existing streets
where the street reserve is constrained.

• The provision of public transport services on Local streets should be

limited. The constrained nature of these streets will limit the delivery of
efficient services. Conversely, designing Local streets to cater for buses
would require wider streets, which will serve to increase vehicle speeds,
undermining their place function.
Solutions for Traffic Congestion
Inner Relief Roads are generally used to divert traffic within an urban area, away from a Centre or Node. The design of
these routes needs careful consideration.

It is more likely that Inner Relief Roads through urban areas will need to occur at moderate speeds (50 km/h). The route
should be integrated within the urban fabric so that a sense of place is maintained and to prevent severance between
adjoining areas. Successful solutions tend to be designed as boulevards with well planted medians and verges that provide
a buffer between the heavily-trafficked carriageway and the surrounding pedestrian environment. Boulevards may also be
designed as a ‘multiway’ boulevard with a central carriageway for through traffic and access carriageways at the side.

Urban Relief Roads are generally routed around urban areas and are commonly referred to as By-Passes or Outer Ring
Roads. Designers may use these routes to direct longer distance traffic, and in particular Heavy Goods Vehicles, away from
cities, towns and villages provided they are clearly separated from the urban fabric. Urban development should not extend
to the edge of these routes without full integration into the surrounding street network.
Solutions for Traffic Congestion

An example of Inner Relief Road situated at Sta. Clara, Sta. Maria, Bulacan Roxas Boulevard as an example of Urban Relief Road
PARKING
● Defined as the act of parking, or the spaces in which cars are parked.
● Bring (a vehicle that one is driving) to a halt and leave it temporarily, typically
in a parking lot or by the side of the road.
● A desirable location for parking is to locate the onsite drive between the
building and the parking area.
● 8’-4” is a reasonable minimum width for a typical parking stall.
● Stalls are generally 18’-20’ long.
● The minimum desirable width for a one-way driveway is 12’-0”
● All parking areas, surface or structured should have handicapped parking
clearly marked and situated for easy building access. (less than 200 feet from
entrance).
PARKING
● Parking/ storage should be provided
for bicycles and motorcycles as well.
○ Bicycle parking shall be bike rack or
locker-type parking facilities unless
otherwise specified.
○ All bicycle parking and storage shall be
located in safe, visible areas that do not
impede pedestrian or vehicle traffic flow, and
shall be well lit for nighttime use.
● Parking areas used at night should be
well lit, generally one-half to one
footcandle.
PARKING CONSIDERATIONS
1. The slope of ramp should not exceed 20%. For slope greater than 10% a
transition of at least 2.40 meters is required at each end of the ramp and at ½
the slope.
2. The limit of the front approach angle is 14° while the corresponding angle at
the rear is limited to 9°.

3. When parked at right angle to the curb, the front overhang seldom exceed 75
cm and the rear overhang seldom exceeds 1.05 m.
4. For central driveway parking at 90° on both sides, the clearance required is
18.60 meters and the space between buffers should be 17.70 m due to overhang.

5. Parking stalls should be from 2.70 to 3.00 meters wide.

6. A parking lot including drivers for entering needs 32.5 square meters per car.
ACCESSIBLE PARKING
● Accessible parking spaces must be located
on the shortest accessible route to an
accessible entrance, relative to other spaces
in the same parking facility. The accessible
route of travel shall not cross lanes of
vehicular traffic.
● Parking spaces for the disabled should allow
to transfer to a wheelchair from a vehicle.
● Accessible parking spaces should be
perpendicular or to an angle to the road or
circulation aisles.
● Accessible parking slots should have a
minimum width of 3.70 m.
ACCESSIBLE PARKING
● Provide dropped curbs or curb
cut-outs to the parking level where
access walkways are raised.
● Pavement markings, signs or other
means shall be provided to
delineate parking spaces for the
handicapped.
● Parking spaces for the disabled
should never be located at ramped
or sloping areas.
ACCESSIBLE PARKING
NATIONAL BUILDING CODE
Single family and multi-family one off street parking slot for every 6 lots
dwelling units

Town house One parking slot for every two units or

fraction with more than two but not less
than four units

Indigenous family dwelling units; each One parking slot for every six
privately owned dwelling units

Multi-family dwelling units in residential One parking slot for every 8 units
condominium or for a fraction thereof, another
slot shall be provided if there are
more than 8 units but less than
16 units
NATIONAL BUILDING CODE
● Average car parking slot = 2.50 meters x 5.00 meters (Perpendicular and
Diagonal); 2.15 meters x 6.00 meters (Parallel)
● Minimum truck or bus parking slot = 3.60 meters x 12.00 meters
● Articulated truck slot = 3.60 meters x 18.00 meters
● Minimum jeepney parking/loading/unloading = 3.00 meters x 9.00 meters
● Refer to page 193, Table VII.4 of the National Building Code of the Philippines
for the table of Minimum Required Off-street (Off-RROW) and On-Site
Parking Slot, Parking Area and Loading/Unloading Space Requirements by
Allowed Use or Occupancy
NATIONAL BUILDING CODE
NATIONAL BUILDING CODE
NATIONAL BUILDING CODE
NATIONAL BUILDING CODE
● In computing for parking slots, a fraction of 50% and above shall be
considered as one car parking slot to be provided. In all cases however, a
minimum of one car parking slot shall be provided unless otherwise allowed
under this rule.
○ Multi-floor parking garages may serve the 20% parking requirements of the building within
200.00 meter radius, provided at least 80% of the parking requirements are complied with and
integrated in the building design.
○ Special Provision on the Handicapped: For buildings/structures to be provided with features
intended for the use or occupancy of the handicapped, the minimum provisions of Batas
Pambansa (BP) Bilang 344 and its Implementing Rules and Regulations (IRR) with respect to
parking shall be strictly observed.
NATIONAL BUILDING CODE
● Direct access of parking/loading/utility slots and terminals to the RROW shall
be generally disallowed to prevent the usage of the RROW as a maneuvering
area.
● Traffic generating buildings may be located at major intersections or within
100.00 meters of suck intersections, provided that the distance between the
street curb of the ingress/egress of such a commercial lot/property (nearest
the intersection) and the straight curb of the intersection shall not be less than
50.00 meters.
● For R-2, R-3, GI, C, C-2, and C-3 uses or occupancies, front yards abutting
RROW are not to be used for long-term off-street parking.
ON-STREET PARKING
● Means parking your vehicle on the street, anywhere on or along the curb of
streets, in contrast to parking it in a parking garage.
OFF-STREET PARKING
● Off-street parking means parking your vehicle anywhere but on the streets.
Off-street parking can be both indoors and outdoors.
PARKING TRAFFIC FLOW
ONE-WAY TRAFFIC FLOW

● Easier for parkers to enter/exit parking spaces.

● Vehicles are more likely to be centered in angled
spaces.
● Less circulation conflict and reduced potential for
accidents.
● Better visibility when backing out of a stall.
● Separation of inbound and outbound traffic and
improved flow capacity of the circulation system.
● The intended traffic flow is self-enforcing.
● One-way traffic allows the angle of parking to be
changed to accommodate changes in vehicle sizes.
PARKING TRAFFIC FLOW
TWO-WAY TRAFFIC FLOW

● Wider drive aisles allow parkers to pass other vehicles.

● Wider drive aisles are safer for pedestrians.
● Better angle of visibility when searching for a parking
space.
● Traffic flow follows its own pattern rather than one that
is forced.
● Makes more efficient use of parking aisles (more
spaces in a run).
● Facilities can essentially operate as one-way facilities
when there is heavy directional traffic.
SIGNAGE AND WAYFINDING
● Signs with a dark background and
white letters are more easily read
than signs with a white background
and dark letters.
● Examples of vehicular signs include
“Park” and “Exit” directional signs.
● Vehicular signs are ten or twelve
inches in height with six or seven
inch letters.
● Vehicular signs should be centered
over the drive lane or centered over
the drive aisle when signs are
mounted back-to-back.
SIGNAGE AND WAYFINDING
● Regulatory Signs: “STOP,” “YIELD,”
“ONE WAY,” “NO PARKING” “DO NOT
ENTER,” and accessible parking signs.
● MUTCD specifies that white paint be
used for markings for traffic flow in the
same direction and yellow paint used
for traffic flow in opposite directions,
which implies a warning.