MOVEMENT SYSTEMS

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.

[Link] 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.
● 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:
Types of Road Layouts
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.

● 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.
Types of Road Layouts
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.
 ● 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:
Types of Road Layouts
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.
 ● 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.
Types of Road Layouts
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.
● 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.
Types of Road Layouts
Limitations:

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

drivers are aware that they should reduce their travel speed.
● 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.

Types of Road Layouts
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
 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 c
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.
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.
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.
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.

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.