International Perspective in traffic management

1. Reporters:
Frances Jay Beltran
Jabby Homoc
Christian Enero
CHAPTER 2:INTERNATIONAL
PERSPECTIVES IN TRAFFIC
MANAGEMENT

2. Australia
Governed by AS 1742.3–2009 (traffic control), AS/NZS 4360:1999 (risk management), and AS/NZS
4602:1999 (high-visibility clothing).
PPE includes hi-vis clothing, steel-capped boots, sunscreen, hats, gloves, sunglasses.
Traffic control begins with a traffic control plan; crews vary from one person to several teams for complex
tasks (e.g., wide load transport).
Heavy signage often required. Many workers are casuals, often employed by construction firms.
Seen as temporary work, but older workers are valued. Career advancement depends on experience.
Western Australia: Accredited by MRWA; courses required (Basic WTM, Controller, Advanced WTM).
Renew every 3 years. Roadworks Managers need 5 years’ experience. Zero-tolerance for drugs/alcohol;
wages A$16–25/hour.
ABSTRACTION

3. British Columbia: Training regulated by WorkSafeBC; only a
2-day theory & practical course is accepted. RCMP generally
not used for private events.
Nova Scotia: One-day TCP course; two-day course for sign
setup. Must follow NS Workplace Traffic Control Manual.
Newfoundland & Labrador: TCPs must complete approved
training by the Workplace Health & Safety Commission.
Certification valid for 3
years.
CANADA

4. Overseen by the Department for Transport, but each country has
its own regulator.
Follows the “Red Book” (Safety at Street Works and Road Works
– Code of Practice).
Requires Traffic Management Plan before non-police control.
Roles include school crossing guards (“lollipop person”) and
Stop/Go marshals.
UNITED KINGDOM

5. England & Wales: Regulated under NRSWA
1991 & Highways Act 1980.
Scotland: Managed by Transport Scotland,
regulated under NRSWA section 124.
Northern Ireland: Managed by Department for
Regional Development, regulated under Street
Works Order 1995.

6. AASHTO sets design and construction standards for highways, as well as air, rail, water, and public
transport.
UTCD (Manual on Uniform Traffic Control Devices) sets national guidelines for traffic control equipment,
but states and local agencies can make variations.
Certification: No federal certification for traffic controllers or flaggers; handled at state/local level. OSHA
sets worker safety rules.
Industry Practice: Traffic control is mostly privatized (not unionized as before). Contractors bid for jobs;
crews of 5–10 flaggers are supervised by a Traffic Control Supervisor (TCS).
Flaggers: Act as the first human line of safety after warning signs.
Updates: Workers must stay updated on regulations. New systems aim to optimize multiple traffic modes
(cars + pedestrians).
UNITED STATES

7. Traffic Codes: State/territory codes cover driver licensing, vehicle registration,
insurance, inspections, rules of the road, and enforcement.:
Violations
Minor: “Moving violations” (e.g., speeding) usually resolved with fines/tickets.
Serious: Drunk driving, vehicular homicide →handled in criminal courts, sometimes
with civil penalties.
Uniform Vehicle Code (UVC): A model code (last updated 2000, minor update 2015) —
not fully adopted by any state, but influenced many traffic laws. States adapt it
differently, creating variation
TRAFFIC CODES & LAWS

8. STANDARD RULES OF THE
ROAD ( EXAMPLE)
Entering/leaving roadways.
Right-of-way at intersections.
Interpreting signs (warning, priority, prohibitory).
Keep right (except to pass).
Turning rules (one-way, no U-turn, etc.).
Speed, height, width, weight limits.
Bicycle and pedestrian priority.
Yield to special vehicles (emergency, school buses, funerals).
Lighting, signaling, seatbelt use.
Stop after collisions.

9. Right-hand traffic (except U.S. Virgin Islands = left-hand).
Four-way stop signs are common — priority to first vehicle, or to the right if
simultaneous.
Traffic lights usually placed after intersections (unlike before, in many countries).
Georgia Law (2018): No handheld devices while driving.
Seatbelts: Required in all states except New Hampshire (for adults). Enforcement
differs: some states allow ticketing only if another violation occurs.
Speed Limits: Set by state/local governments. Max = 85 mph (136 km/h) in Texas;
lowest = 50 mph (80 km/h) on some northeastern
rural roads.
KEY U.S. TRAFFIC PRACTICES

10. Lane Discipline:
Passing (“overtaking”) legal if safe, usually on the left.
Double yellow lines →no passing (with a few state exceptions,
e.g., Vermont).
Highways: “Stay right, pass left.
RoadSigns
Standardized under MUTCD and Standard Highway Signs.
States must be in “substantial conformance” but can have minor
variations.

11. road signs are standardized under the MUTCD (Manual on Uniform Traffic
Control Devices) and SHS (Standard Highway Signs).
States must stay in “substantial conformance” with MUTCD but may allow
minor local variations.
Uniform Vehicle Code (UVC)
The UVC is a model act created by the NCUTLO to guide traffic laws.
States often modified and rearranged it, leading to inconsistencies.
NCUTLO went inactive after 2000 due to lack of funding.
The NCUTCD now oversees updates, with the last revision in 2015.
ROAD SIGNS

12. The U.S. signed the 1949 Geneva Convention on Road
Traffic, but not later agreements like the Vienna
Convention.
Mostcountries base their driving laws on the Vienna
Conventions, ensuring harmonization across borders.
Each country has its own codified traffic code (e.g.,
Germany’s StVO, France’s Code de la route, Italy’s Codice
della strada, etc.), while the U.K. uses the Highway Code.
INTERNATIONAL
STANDARDS

13. Common in the U.S., Canada, Mexico, South Africa, Liberia, and rural Australia.
Rules of operation (U.S.):
Always stop at the line or crosswalk. Pedestrians have priority.
If alone, proceed after stopping.
If others arrive first, let them go.
If arriving simultaneously, yield to the right.
Opposite cars going straight may proceed together; if one turns, straight-going car has priority.
Right-turning vehicle has priority over left-turning.
Use signals and judgment when unclear.
Some exceptions exist, e.g., Idaho allows cyclists to slow and yield instead of fully stopping.
ALL -WAY STOP (FOUR- WAY
STOP)

14. Defined by the MUTCD, requiring an engineering study to justify installation.
Marked with standard “Stop” signs and an “All-Way” plate (older versions
allowed “2-Way,” “3-Way,” etc.).
Justified for:
*Low traffic where a light isn’t needed.
*Collision history (vehicle/pedestrian).
*Interim use before a traffic light.
*Improving pedestrian safety or reducing traffic conflicts.
*Residential/urban areas if studies show improved flow.
Sometimes installed due to political pressure from residents.
Common at intersections of minor highways, collector roads, or near schools.
Traffic signals may temporarily function as all-way stops during flashing red
operation or power outages, though rules differ by jurisdiction.
APPLICATION OF ALL- WAY STOPS

15. -Main purpose: safety.
-Studies show up to 45% reduction in accidents at four-way
intersections.
-Slows traffic, useful where visibility is
poor.
BENEFITS OF ALL - WAY
STOPS

16. -More vehicle emissions.
-Increased delay and brake wear.
-Discourages bicycling.
-Hard to remove once installed (removal may cause a 40%
increase in injury c
rashes).
DISADVANTAGES

17. Rare outside North America; Europe typically uses roundabouts or priority-to-
right rules instead.:
Sweden tested since 1980s, little used.
UK: prohibited since 2002.
Southern Africa & UAE: common.
North America: roundabouts less common due to earlier failures, though now
gradually returning.
WORLDWIDE
COMPARISONS

18. Legal principle: drivers must always be able to stop within the
visible distance ahead.
Applies to cars, bicycles, horses, and even ships (maritime law).
Used in accident liability cases to test whether speed was
negligent.
Embedded in both common law and statutory law (many U.S.
states explicitly cite it).
Recognized in maritime navigation worldwide.
Often linked to the basic speed law and two-second rule.
Modern issues: human perception limits, event data recorders,
dashcams, and self-driving cars highlight the need for uniform
nationa
l standards.
ASSURED CLEAR DISTANCE
AHEAD (ACDA)

19. Core Rule
Drivers must always travel at a speed allowing them to stop safely
within the visible, unobstructed distance ahead.
They cannot assume the road is clear if circumstances suggest
otherwise (e.g., blind curves, intersections, wildlife areas).
Violations often occur when driving at night too fast for headlight
range or when tai
lgating.
ASSURED CLEAR DISTANCE
AHEAD (ACDA)

20. 1. Lighting & Visibility
Commercial low beams: ~250 ft (≈52 mph safe).
High beams: 350–500 ft (≈65–81 mph safe).
Non-commercial vehicles see even less.
Curves, weather, and obstructions further reduce sa
fe speeds.
KEY FACTORS AFFECTING
ACDA

21. 2. Dynamic Following Distance
Not just about stopping, but also leaving space to
swerve around hazards.
Expressed as time gaps (e.g., 2–3 secon
ds).

22. 3. Types of ACDA Limitations
Line-of-sight: governed by forward visibility.
Horizontal sight: blocked views in urban/residential areas
(pedestrians, parked cars) or wildlife in rural areas.
Intersectional setbacks: slowing for un-signalized intersections to
allow others safe entry.
Following distance: limited by slower vehicles ahead, even if
visibility is clear.
Critical speed: curves limit speed due to lateral forces and friction.
Surface control: independent of sight—loss of control risk from ice,
hydroplaning, potholes, etc.

23. Defined by basic speed laws and negligence doctrine, not
just posted speed limits.
Conditions (fog, ice, night driving) often make the safe
speed lower than the posted maximum.
85th-percentile speed (basis for most U.S. speed limits)
may conflict with ACDA requirements—drivers often follow
group behavior rather than physics-based s
afety.
SAFE SPEED

24. Collisions within one’s ACDA are typically considered unavoidable
(zero negligence).
Exceeding ACDA transfers liability to the driver.
Some jurisdictions allow “assurance beyond visibility” (e.g., freeways)
but this shifts liability to governments for design/maintenance.
Few roads (like autobahns or well-maintained freeways) can truly
guarantee no sudden obstructions.
Without ACDA, speed laws become vague, leaving unsafe behavior
unchecked.
LEGAL & LIABILITY
ISSUES

25. Autonomous vehicles can measure ACDA with sensors,
computer vision, GIS, and near-instant reaction times,
often safer than humans.
IoT (“smart roads” and “smart cars”) may extend ACDA
virtually by sharing hazard information.
Lack of uniform national standards complicates
programming of self-driving cars in the U.S. (different
states interpret ACDA differently).
TECHNOLOGY & FUTURE
IMPLICATIONS

26. Analogy to aviation:
ACDA ≈ visual flight rules (VFR).
Exception allowing assurance beyond sight ≈ instrument flight rules (IFR).
Debate exists over whether ACDA should become a federal uniform
standard, as with aviation or the national drinking age.
Speeding kills more people than alcohol, but receives less regulatory
attention due to cultural attitudes and lobbying pressures.
POLICY & SAFETY
CONSIDERATIONS

27. Drivers entering a major road from a smaller road/driveway
(unfavored driver) must yield to all traffic on the main road
(favored drivers).
Common in negligence cases after crashes.
Maryland follows this rule broadly; New York applies it
mainly to private driveways/alleys, not all intersec
tions.
BOULEVARD RULE

28. Introduced in 1970 by RoSPA to teach children safe road-
crossing.
Replaced the older Kerb Drill (military-style instructions).
Core steps remain: Stop, Look, Listen,
Think.
GREEN CROSS CODE

29. Tufty Fluffytail (1953–1980s): Red squirrel character used
in books, TV spots, and Tufty Clubs (2M children).
Green Cross Man (1975–1990s, revived 2014): Superhero
played by David Prowse (later Darth Vader actor), teaching
kids road safety in TV ads.
CAMPAIGNS & CHARACTERS

30. Other campaigns:
SPLINK mnemonic (Jon Pertwee, 1976).
1983 Green Cross Code rap (based on The Message).
Celebrity PSAs with athletes & pop stars (“Be Smart…Be
Safe”).
Kerb Drill (Pre-1970): “At the kerb halt! Eyes right, eyes
left, eyes right again. Quick march.”

31. Require motorists to change lanes or slow down when
passing stopped emergency/service vehicles with flashing
lights.
MOVE OVER LAWS

32. Canada:
First in Ontario & Saskatchewan; Quebec (2012) adopted
broadest version (includes tow trucks & service vehicles).
Ontario (2015) required slowing/moving over for tow trucks
with amber lights.

33. United States
Firstcase (1994): paramedic James Garcia injured; South
Carolina passed first law in 1996.
By 2000s, all 50 states adopted laws; D.C. remains the only
exception.
Rules vary: some mandate full lane change, others just slowing
down with “due care.”
Laws protect police, fire, EMS, tow trucks, construction & utility
workers.

34. General Rule: Must only pass when enough clear road is
visible to complete safely.
Lane used depends on driving side (left in right-driving
countries, right in left-driving ones).
Road Markings: Broken centerline = overtaking allowed;
solid = not allowed.
OVERTAKING ( PASSING
OTHER VEHICLES )

35. By Region:
UK & NZ: At least 100 m clear road required. Rules in
Highway Code.
Ireland: Used wide two-lane and later 2+1 roads with
alternating overtaking lanes for safety.
Australia: Can cross solid line to pass cyclists.
Europe: “No overtaking” signs vary – some ban only cars,
but allow motorcycles/bicycles to pass.
Germany/UK: Must keep at least 1.5 m (5 ft) horizontal
distance when passing cyclists/pedestrians.

36. 1. Netherlands: Nationwide Ban on Overtaking
Before 1990: Many Dutch road deaths caused by unsafe overtaking.
Solution (1990s): Duurzaam Veilig (“Sustainable Safety”) road design.
Responsibility shifted from drivers →road designers.
Roads classified as: local access, regional distributor (GOW), national through
roads.
GOW roads: wide double solid center line – prevents overtaking, adds buffer
against swerves.
Result: Fatal accidents dropped significantly after implementation.
TRAFFIC RULES & ROAD
SAFETY- SUMMARY

37. 2. Vienna Convention on Road Traffic (Overtaking Rules)
Drivers must overtake on the correct side (opposite traffic
flow).
Must check: no one overtaking behind, lane is clear, space
ahead is sufficient.
Overtaking forbidden near hills, at crossings, or pedestrian
crosswalks.
The overtaken vehicle must not accelerate.
Local governments may ad
apt rules.

38. 3. Undertaking (Overtaking on the Inside)
Definition: Passing a vehicle on the curb-side lane (right in
RHT, left in LHT).
Often considered dangerous; usually illegal except in
heavy traffic or special cases.

39. By country:
Legal with restrictions: Australia, NZ, Ireland (specific
cases), Poland, USA (multi-lane).
Prohibited but exceptions: UK, Germany, France,
Netherlands, Spain, Denmark, Finland.
Allowed in practice: Russia (since 2010, as “passing”),
Canada (varies by provi
nce).

40. 4. Left- vs Right-Hand Traffic (LHT vs RHT)
RHT (keep right): 165 countries.
LHT (keep left): 76 countries (mostly former British
colonies, plus Japan, Thailand, etc.).
Global share: LHT = 1/6 of land, 1/3 of people, 1/4 of roads.

41. Medieval customs linked to sword-hand dominance, horse
handling.
18th–20th centuries: Many switches from LHT →RHT (e.g.,
Sweden 1967, Iceland 1968, Portugal 1928, Italy 1920s–
30s).
Special cases: Samoa (switched to LHT in 2009), Okinawa
(switched back to LHT in 1978).
UK, Ireland, Cyprus, Malta remain LHT in
Europe.
HISTORY & SHIFTS

42. Colonial influence:
British colonies →LHT (Africa, Asia, Caribbean, Pacific).
French/Spanish/Portuguese colonies →
RHT.

43. 5. Changing Sides at Borders
Some LHT countries border RHT ones (e.g., Thailand–Laos,
Hong Kong–China, Guyana–Brazil).
Switch managed by traffic lights, interchanges, or bridges.
Channel Tunnel (UK–France): carries millions of vehicles
switching yearly.

44. THANK YOU