CHAPTER I

INTRODUCTION

Transportation Engineering is a sub-discipline of civil engineering that involves

planning, design, and management of transportation systems that provide for the safe
and efficient movement of people and goods. Planning a transportation system plays a
fundamental role in the state, region, or community’s vision for its future. A country’s
economic health and quality of life of its residents, is dependent upon its transportation
system. Not only does transportation system provide mobility for people and goods, it
also influences economic activity and patterns of growth by providing access to land.

As we all know aside from poverty and corruption, traffic congestion is one of the
biggest problems in our country. Traffic congestion is a condition on road networks that
occurs as use increases. It is characterized by slower speeds, longer trip times, and
increased vehicular queueing. Public Utility Vehicles are said to be the cause of traffic,
but what really is causing congestion is the volume of vehicles in Metro?

Traffic in Manila

Filipinos in Manila spend an hour and six minutes each day - or 16 days a year -
stuck in traffic, costing them about 100,000 pesos (S$2,663) a year in lost income
opportunities. During rush hour in metropolitan Manila, the number of vehicles far
exceed the roads' maximum capacity, totaling 1.75 times what the roads can handle. It
takes 2.3 times longer to travel during this time. (Dancel, 2017)

Lack of infrastructure is often cited as the primary cause of the traffic congestion
in Metro Manila, but even a simple analysis shows that infrastructure should not be
blamed entirely for the problem. Some government policies, or lack thereof, also
contribute to the traffic problem. For example, it is only now that the government is
raising taxes on cars, which will, hopefully, slow down car sales by some degree. Aside
from that, the development of vacant public lands also contributes to the traffic
congestion. (Villar, 2017)

1
 There is no stopping a very high population volume from acquiring too many
vehicles that are fiercely competing to occupy the same spaces at the same time.
Vehicle sales are not subjected to priority, like giving importance to those involved in
movement to save lives and transport food and medicines, before any other needs or
luxuries like tobacco and liquor.

In a study conducted by Japan International Cooperation Agency (JICA) with

National Economic Development Authority (NEDA), Philippines suffered ₱2.4 billion
losses daily due to Metro Manila traffic. The report then projected ₱3.5 billion in daily
losses by 2017 and ₱5.4 billion daily losses by 2035. The 2014 report also stated that
traffic volume exceeded the capacity of most urban roads.

To solve the problem at hand, Metro Manila needs a reliable mass transport
system so that the people will be encouraged to commute and leave their cars at home
to lessen the volume of vehicles. Additional to that, every Filipinos should strictly
conform to the laws.

BACKGROUND OF THE STUDY

Transportation in the Philippines is generally underdeveloped, this is primarily

due to the nation's bumpy regions and scattered islands, and partly because of the
administration's underinvestment in the country's infrastructure. But as what we have
seen lately, the Philippine government has been pushing to enhance the transportation
framework in the nation through different foundation ventures.

There are various infrastructure works that are related to transportation, the
examples are the roads, piers, railway, and other several modes of transport. But the
focus of this study is the analysis of an intersection, an unsignalized intersection to be
specific. Unsignalized intersection is defined as any at-grade junction of two or more
public roads at which the right-of-way for motorists, bicyclists, and pedestrians
is not controlled by a highway traffic signal.

2
 The study was conducted at Roces St., cor. Magsaysay Ave. intersection, the
survey area is located at the University of the Philippines Diliman at Quezon City. It is
an intersection that is situated near the UP Film Institute and the UP Department of
Mechanical Engineering. The researchers made an intersection analysis on the said
area above.

Unsignalized intersection can be easily known because it does not have any
signals and due of the fact the motorists are implementing the right-of-way rule. Some
of the signage that can be found on an unsignalized intersection are the yield and the
stop signs. As for the case of the survey area, there are two stops signs that serves a
guide for the motorists.

STATEMENT OF THE PROBLEM

This study is anchored upon the following problems:

 What is the Annual Average Daily Traffic Data at Magsaysay Ave. - Roces St.?
 What is the level of service at the said intersection?
 What is the best-fit intersection design for Magsaysay Ave. - Roces St.
intersection?

OBJECTIVES

Aside from determining the traffic setting and conditions at Magsaysay Ave. –
Roces St. intersection, this study also aims:
 To determine the the total volume of traffic passing a point or segment of
a highway facility at Magsaysay Ave. – Roces St. through the calculation of
Annual Average Daily Traffic (AADT)

 To determine the level of service of the roads

 To determine the best-fit intersection design at Magsaysay Ave. cor. Roces St.
through intersection analysis

3
SIGNIFICANCE OF THE STUDY

Traffic congestion is prevalent primarily in the cities, particularly Quezon City,

Manila and Makati. The main avenues of these cities and even the secondary roads are
often congested, and the problems of traffic congestion has become so serious that the
economy is affected. That is why the researchers aims to analyze the traffic congestions
specifically in the intersections so that this study can somehow help the authorities to
solve the problem.

Aside from that, this study aims to contribute to the effective planning, traffic
control, management of facilities, regulatory measure at Magsaysay Avenue cor. Roces
St,

Lastly, the researchers would like to help the students who wish to study the
same topic by obtaining a more comprehensive data for the advancement of their
research in the future.

SCOPE AND LIMITATIONS

Aside from analyzing the traffic conditions at Roces St. Cor. Magsaysay Ave.
intersection at University of the Philippines Diliman Campus, this study aims to analyze
its intersection and give recommendations for improvements. Other street intersections
inside the region were excluded in all the data gathering exercises.

The data of 12-hour traffic volume count needed by the researchers were
conducted last August 18, 2018 (Saturday) through manual counting of vehicles,
according to its classifications and movements.

For the calculation of the Annual Average Daily Traffic (AADT), the researchers
used the past data of University Ave. - C.P. Garcia Ave. This past data was selected
because it was the only past data with 24-hour volume count. It was retrieved from
National Center for Transportation Studies (NCTS).

4
DEFINITION OF TERMS

 Annual Average Daily Traffic (AADT)

- It is determined by dividing the volume of vehicles at the given time by the
number of days in that period.

 Level of Service
- A qualitative measure used to relate the quality of motor vehicle traffic service.

 Passenger Car Equivalent Factor (PCEF)

- It is essentially the impact that a mode of transport has on traffic variables (such
as headway, speed, density) compared to a single car.

 Passenger Car Unit (PCU)

- It is a metric used in Transportation Engineering, to assess traffic- flow rate on a
road.

5
 CHAPTER II

METHODOLOGY

Relationship of Traffic Flow and Traffic Density

Traffic flow is dependent on the type of intersection the road has and its level of
service. Intersection is an area shared by two or more roads. This area is designated for
the vehicles to turn to different directions to reach their desired destinations. A small
error in judgment can cause severe accidents. It also causes delay and it depends on
type, geometry, and type of control. Overall traffic flow depends on the performance of
the intersections. Therefore, both from the accident perspective and the capacity
perspective, the study of intersections is very important for the traffic engineers
especially in the case of urban scenario.

Level of Design of Traffic

Traffic Flow
Service Intersection Volume

Figure 3a

6
PROCEDURES

The process of how the study was conducted is shown below:

i. Collection of Data
• 12-hour volume count
• Locale Setting

ii. Analysis of Data

• Computation of AADT and VCR
• Classification of Level of Service

iii. Intersection Analysis

• Level of Service computation
• Determination of the best-fit design of
intersection

Figure 3b
a) Collection of Data

12-hour Volume Count

The 12-hour volume count was done manually. Data was tallied on a classified
volume count form, provided by the professor. Timer and watchers were used in
tracking the time.

Locale Setting

 Date and Time

The weather was considerably fair. The 12-hour volume count was collected from
6:00 am to 6:00 pm on August 18, 2018 (Saturday).

7
  Location

The observation was conducted by the researchers at A. Roces St., cor.

Magsaysay Avenue, Quezon City, Philippines.

b) Analysis of Data

Computation of AADT and VCR

 AADT

Average Annual Daily Traffic (AADT)—the total volume of traffic passing a point
or segment of a highway facility in both directions for one year divided by the number of
days in the year. Normally, periodic daily traffic volumes are adjusted for hours of the
day counted, days of the week, and seasons of the year to arrive at average annual
daily traffic.

𝐴𝐴𝐷𝑇𝑖=[(𝛴𝑉𝑖,𝑗× 𝐻𝐹𝑖,𝑗)×𝐷𝐹𝑖]×𝑆𝐹𝑖

where: ΣVi,j – 24-hr volume of vehicle type at a particular time

HFi – hourly factor
DFi – daily factor
SFi – seasonal factor

 Hourly Factor

Counts of duration shorter than 24 hours are expanded to 24-hour volumes

through the hourly factor.

ΣVi,j
𝐻𝐹𝑖,𝑗 =
ΣVi,j,k x t

where: ΣVi,j – 24-hr volume count of a particular vehicle type

Vi,j,k – volume of vehicle type at a particular time
t – duration of the survey

8
  Daily Factor

Accuracy of AADT was enhanced using daily factor because it reflects daily
characteristics as compared to monthly or weekly factors. In computing the hourly
factor, use the formula:

ΣVi,l
𝐷𝐹𝑖 =
ΣVi,j, x t

where: ΣVi,l – 24-hr volume count of a particular vehicle type

ΣVi,j,k – volume of vehicle type at a particular time
t – duration of the survey in days
 Seasonal Factor

Seasonal correction factors are calculated from toll plaza data, fuel sales, or
tourist flow. SCF varies with location of project areas, types of commodity transported,
any alternative road etc. It can be computed using the formula:

ΣVi,m
𝑆𝐹𝑖 =
ΣVi,j, x d

where: ΣVi,m – 24-hr volume count of a particular vehicle type

ΣVi,j – volume of vehicle type at a particular time
d – duration of the survey in days

In this study, the value of the seasonal factor and daily factor is assumed to be
equal to 1 because of insufficient data.

 Volume Capacity Ratio

Volume Capacity Ratio is a measure that reflects mobility and quality of travel of a
facility or a section of a facility. It compares roadway demand (vehicle volumes) with
roadway supply (carrying capacity).

𝐴𝐴𝐷𝑇𝑃𝐶𝑈 𝑋 𝑃𝐹
VCR =
𝐵𝐻𝐶𝐶

9
 where: AADT𝑃𝐶𝑈 – annual average daily traffic in passenger car unit
PF – peak factor
BHCC– basic hourly car capacity

AADT𝑃𝐶𝑈 is the annual average daily traffic expressed in passenger car units. It is
acquired by multiplying AADT to corresponding passenger equivalent unit.

c) Intersection Analysis

Unsignalized Intersection Analysis

Unsignalized intersection is implemented to regulate low volume of traffic flow.

The gap-acceptance method is the common approach to assess the performance of the
intersection. However, among the drawbacks of the gap acceptance method are the
non-compliance to the right of way, and the heterogeneous traffic condition. Proper
distribution of vehicles in each lane is sometimes secured through channelizations. The
level of service of the intersection is dependent upon the four critical movements: Right
turn into major road, left turn off the major road, crossing the major road, and left turn
into the major road. Calculation for obtaining Mₕ requires simple arithmetic. On the
other hand, critical gaps, nominal capacity, and impedance computation requires tables
and graphs.

Signalized Intersection Analysis

Signalized intersections are key elements in the urban transportation network and
carry heavy traffic of motorized and non-motorized vehicles and pedestrians, which, in
turn, generate many conflicts among crossing, turning and merging maneuvers. For a
variety of reasons such as population, economic and auto ownership growth, increasing
traffic demand can exceed the carrying capacity of the intersection during peak periods.
As a consequence, traffic condition deteriorates and safety risk worsens. Congested
and hazardous traffic conditions increase fuel consumption, emission, accidents and

10
noise, therefore a city’s quality of life, world energy resources and global atmospheric
conditions deteriorate (Yu, 2016). This analysis involves the computation of the cycle
length, green time and delay time.

Cycle Length Equation:

1.5𝐿 + 5
𝐶ₒ =
1−𝑌

Where: L – total last time

Y- sum of y-values

Green time:

𝑦
𝐺𝑟𝑒𝑒𝑛 𝑡𝑖𝑚𝑒 = (𝐶ₒ − 𝐿)
𝑌

Roundabout Intersection Analysis

Roundabouts have become increasingly popular in recent years as an innovative

operational and safety solution at both low volume and high volume intersections.
Roundabouts are designed to make intersections safer and more efficient for drivers,
pedestrians, and cyclists. According to a study, roundabout can increase the traffic
capacity by 30% to 50% compared to traditional intersection designs.

This analysis is usually done by trial and error. Weaving length and width are
checked for adequacy of capacity. The following are the qualifications that the width and
length of weaving section, and width of entries and exits must follow:

Width of weaving section (w) = 9.1 – 18 m

𝑒
= 0.63 − 0.95
𝑤

𝑤
= 0.16 − 0.38
𝑙

11
 𝑒₁
= 0.34 − 1.14
𝑒₂

Where: e₁ = entry width

e₂ = exit width

e = average of entry and exit width

w = width of weaving section

l = length of weaving section

12
 CHAPTER III

RESULTS AND DISCUSSION

A. AADT and Volume Capacity Ratio

Figure 3c

Based on the figure, the Magsaysay Avenue is considered as the major road
while the Roces St. is considered as the minor road.

13
Actual Data

The results of the 12-hour volume count are tabulated below:

 At Magsaysay A

Semi-Trailer Truck

Trailer Trucks (5+

Trucks (5+ axles)
Passenger Utility

Trailer Trucks (4
Rigid Truck (3+
Passenger Car
Motor-Tricycle

Rigid Truck (2
Goods Utility

Semi-Trailer
Motorcycle

Large Bus
Small Bus

(3/4 axles)
axles)

axles)

axles)

axles)
From

To

6:00 7:00 59 0 57 6 0 0 0 2 3 0 0 0 0
7:00 8:00 1 34 113 6 0 0 0 3 0 0 0 0 0
8:00 9:00 6 30 202 4 3 0 0 4 1 0 0 0 0
9:00 10:00 1 37 191 7 0 0 0 1 0 0 0 0 0
10:00 11:00 1 12 144 2 5 1 0 1 1 0 0 0 0
11:00 12:00 0 32 153 2 0 0 0 3 0 0 0 0 0
12:00 13:00 0 34 207 5 1 1 0 0 0 0 0 0 0
13:00 14:00 1 24 174 1 1 0 0 0 1 0 0 0 0
14:00 15:00 0 22 175 2 1 0 0 0 0 0 0 0 0
15:00 16:00 0 24 164 4 2 0 0 1 0 0 0 0 0
16:00 17:00 0 36 189 6 0 0 0 3 0 0 0 0 0
17:00 18:00 0 56 161 41 0 1 0 0 0 0 0 0 0
69 341 1930 86 13 3 0 18 6 0 0 0 0

Table 3.1

In this leg, there are 3 directional flows:

1.) Magsaysay Avenue A – Roces St. A

2.) Magsaysay Avenue A – Magsaysay Avenue B
3.) Magsaysay Avenue A – Roces St. B

14
 Figure 3d

 At Magsaysay B

Semi-Trailer Truck

Trailer Trucks (5+

Trucks (5+ axles)
Passenger Utility

Trailer Trucks (4
Rigid Truck (3+
Passenger Car
Motor-Tricycle

Rigid Truck (2
Goods Utility

Semi-Trailer
Motorcycle

Large Bus
Small Bus

(3/4 axles)
axles)

axles)

axles)

axles)
From

To

6:00 7:00 38 65 208 55 7 0 0 3 3 0 0 0 0

7:00 8:00 1 105 349 91 8 1 0 3 0 0 0 0 0
8:00 9:00 12 88 550 121 5 0 0 10 1 0 0 0 0
9:00 10:00 4 77 517 109 4 2 0 5 0 0 0 0 0
10:00 11:00 3 61 421 82 11 2 0 10 1 0 0 0 0
11:00 12:00 7 97 470 91 4 0 0 9 0 0 0 0 0
12:00 13:00 1 87 568 119 8 1 0 2 0 0 0 0 0
13:00 14:00 2 104 496 55 7 0 0 5 1 0 0 0 0
14:00 15:00 2 68 511 7 6 0 0 5 2 0 0 0 0
15:00 16:00 1 55 529 10 5 0 0 3 0 0 0 0 0
16:00 17:00 2 109 559 13 1 0 0 5 2 0 0 0 0
17:00 18:00 1 118 550 43 1 2 0 3 0 0 0 0 0
74 1034 5728 796 67 8 0 63 10 0 0 0 0

Table 3.2

15
The 3 directional flows for this leg are:

1.) Magsaysay Avenue B – Roces St. B

2.) Magsaysay Avenue B – Magsaysay
Avenue A
3.) Magsaysay Avenue B – Roces St. A

Figure 3.4

 At Roces St. A

Truck (3/4 axles)

Trailer Trucks (4
Rigid Truck (3+
Passenger Car
Motor-Tricycle

Rigid Truck (2

Trailer Trucks
Goods Utility

Semi-Trailer

Semi-Trailer
Motorcycle

Passenger

Trucks (5+
Large Bus
Small Bus

(5+ axles)
axles)

axles)

axles)

axles)
Utility
From

To

6:00 7:00 4 63 139 50 2 0 0 3 0 0 0 0 0

7:00 8:00 0 68 153 83 5 1 0 1 0 0 0 0 0
8:00 9:00 4 64 279 115 0 0 0 5 0 0 0 0 0
9:00 10:00 3 54 271 101 1 1 0 5 0 0 0 0 0
10:00 11:00 3 46 250 81 5 1 0 10 0 0 1 0 0
11:00 12:00 4 81 283 93 2 0 0 4 0 0 0 0 0
12:00 13:00 1 65 299 112 9 0 0 3 0 0 0 0 0
13:00 14:00 3 87 242 102 4 0 0 6 1 0 0 0 0
14:00 15:00 1 39 230 98 4 0 0 6 1 0 0 0 0
15:00 16:00 0 34 267 98 2 0 0 4 0 0 0 0 0
16:00 17:00 0 77 319 114 1 0 0 3 1 0 0 0 0
17:00 18:00 1 91 333 102 1 0 0 0 0 0 0 0 0
24 769 3065 1149 36 3 0 50 3 0 1 0 0

16
 The three directional flows in this leg are:

1.) Roces St. A – Magsaysay Avenue B

2.) Roces St. A – Roces St. B
3.) Roces St. A – Magsaysay Avenue A

Figure 3e

 At Roces St. B

Truck (3/4 axles)

Trailer Trucks (4
Rigid Truck (3+
Passenger Car
Motor-Tricycle

Rigid Truck (2

Trailer Trucks
Goods Utility

Semi-Trailer

Semi-Trailer
Motorcycle

Passenger

Trucks (5+
Large Bus
Small Bus

(5+ axles)
axles)

axles)

axles)

axles)
Utility
From

To

6:00 7:00 0 22 7 0 2 0 0 1 1 0 0 0 0
7:00 8:00 0 23 52 1 2 0 0 0 0 0 0 0 0
8:00 9:00 2 16 47 1 0 0 0 2 0 0 0 0 0
9:00 10:00 0 19 46 1 0 0 0 3 0 0 0 0 0
10:00 11:00 0 13 55 0 0 0 0 0 0 0 1 0 0
11:00 12:00 0 23 80 0 0 0 0 0 0 0 0 0 0
12:00 13:00 2 17 81 1 1 0 0 1 0 0 0 0 0
13:00 14:00 0 21 62 0 2 0 0 1 0 0 0 0 0
14:00 15:00 0 12 68 2 0 0 0 0 0 0 0 0 0
15:00 16:00 0 8 62 0 1 0 0 0 0 0 0 0 0
16:00 17:00 0 27 80 2 0 0 0 0 0 0 0 0 0
17:00 18:00 0 43 66 2 0 0 0 0 0 0 0 0 0
4 244 706 10 8 0 0 8 1 0 1 0 0

Table 3.3

17
The three directional flows in this leg are:

1.) Roces St. B – Magsaysay Avenue A

2.) Roces St. B – Roces St. A
3.) Roces St. B – Magsaysay Avenue B

Figure 3f

18
HOURLY FACTOR, DAILY FACTOR AND SEASONAL FACTOR

Using the formula of hourly factor, the following values are obtained:

Trailer Trucks (5+ axles)

Semi-Trailer Trucks (5+
Semi-Trailer Truck (3/4

Trailer Trucks (4 axles)

Rigid Truck (3+ axles)
Rigid Truck (2 axles)
Passenger Utility
Passenger Car
Motor-Tricycle

Goods Utility
Motorcycle

Large Bus
Small Bus

axles)

axles)
From

To

0:00 1:00

1:00 2:00

2:00 3:00

3:00 4:00

4:00 5:00

5:00 6:00

6:00 7:00 1.16667 2.01597 1.5846 1.81863 0 1.84259 0 3.23358 11.4487 0 0 0 0

7:00 8:00 1.03704 1.24699 1.34895 1.08268 0 1.03646 0 3.03425 8.7549 0 0 0 0

8:00 9:00 0.62222 1.09465 1.21572 0.98322 0 1.03646 0 1.80816 5.72436 0 0 0 0

9:00 10:00 1.16667 1.4751 1.46755 1.50405 0 5.52778 0 1.18449 1.01941 0 0 0 0

10:00 11:00 4.66667 1.20958 1.08092 1.31872 0 1.27564 0 0.68682 0.67345 0 0 0 0

11:00 12:00 1.03704 1.13576 1.02342 1.39824 0 8.29167 0 0.82189 0.7368 0 0 0 0

12:00 13:00 0.84848 1.67998 1.19544 1.69665 0 3.31667 0 1.48658 1.23003 0 0 0 0

13:00 14:00 1.86667 1.67998 1.28721 1.89286 0 3.31667 0 1.17507 1.02644 0 0 0 0

14:00 15:00 4.66667 1.35149 1.34251 1.31872 0 1.65833 0 0.86187 1.13613 0 0 0 0

15:00 16:00 1.33333 1.42304 1.52129 1.53729 0 0.75379 0 1.41083 1.21003 0 0 0 0

16:00 17:00 3.11111 1.42304 1.47228 1.48797 0 2.07292 0 1.71042 3.54365 0 0 0 0

17:00 18:00 4.66667 0.9834 1.21531 0.95948 0 3.31667 0 1.35061 3.03741 0 0 0 0

18:00 19:00

19:00 20:00

20:00 21:00

21:00 22:00

22:00 23:00

23:00 0:00

Table 3.4

19
 Daily factor and seasonal factor were assumed to be 1 since the researchers lack
data to compute for the said factors.

ANNUAL AVERAGE DAILY TRAFFIC

By multiplying the hourly, daily and seasonal factors to the actual data, AADT is
computed.

AADT IN VEHICLE PER HOUR

Magsaysay Magsaysay Roces Roces PCEF
A B A B
Motor Tricycle 84 41 29 0 2.5
Motorcycle 455 745 629 340 0.5
Passenger Cars 2515 4022 2120 914 1
Passenger Utility 73 69 1579 15 1.5
Goods Utility 0 0 0 0 1.5
Small Bus 10 12 10 0 1.5
Large Bus 0 0 0 0 2
Truck (2 Axle) 39 50 39 39 2.5
Truck (3 Axle) 44 22 4 12 2.5
Total AADT(vph) 3220 4961 4410 1320

Table 3g

VOLUME CAPACITY RATIO

The AADT computed is to be converted to PCU by multiplying the volume (per

vehicle classification) to its corresponding passenger car equivalent factor. The
converted AADT are:

20
 GM EV HS AB
Motor 210 102.5 72.5 0
Tricycle
Motorcycle 227.5 372.5 314.5 170
Passenger 2515 4022 2120 914
Cars
Passenger 109.5 103.5 2368.5 22.5
Utility
Goods 0 0 0 0
Utility
Small Bus 15 18 15 0
Large Bus 0 0 0 0
Truck (2 97.5 125 97.5 97.5
Axle)
Truck (3 110 55 10 30
Axle)
TOTAL 3285 4799 4998 1234
AADT(pcu)
Table 3.5

From the past data, the peak hour at the subject intersection (Magsaysay Ave.
cor. Roces St.) is during 11:00 to 12:00 PM. From the data, the peak hour volume
computed is 4736 vph. The total volume of vehicles that has passed that intersection is
57523 vph. By dividing the peak hour volume by the total volume, peak hour factor can
be calculated.

4736
𝑃𝑒𝑎𝑘 ℎ𝑜𝑢𝑟 𝐹𝑎𝑐𝑡𝑜𝑟 = 0.08233
57523

21
 Since the road is approximately equal to 6.7, the BHCC is 1700. Therefore the
level of service or leg are:

Level of Service
Magsaysay A A
Magsaysay B B
Roces A B
Roces B A

Table 3.6

At Magsaysay A and Roces B, there is little or no restriction in maneuverability

and speed. Drivers are virtually unaffected by the presence of others. At Magsaysay B
and Roces A, there is stable flow with operating speeds beginning to be restricted
somewhat by traffic conditions.

B. Intersection Analysis

Unsignalized Intersection

Figure 3h

22
 Unsignalized intersections are those where at least one of the movements is
controlled by a STOP or a YIELD sign. Operations of such facilities require the drivers
on the controlled movements (usually referred to as minor movements) to judge the size
of the gaps along the major (or uncontrolled) street and select a suitable one to cross or
to merge into

Figure 3i

23
  From Roces A

CRITICAL MOVEMENT RESERVE CAPACITY LOS

Right turn into major road 165 C TO D
Left turn off the major road 895 A
Crossing the major road 165 C TO D
Left turn into the major road 165 C TO D

Table 3.7

The concepts of shared lanes and impedance were also applied in the analysis at
Roces A. However, the levels of service of this leg is better than the levels of service at
Roces B. Those who are going from Magsaysay B to Roces A are not going to
experience any traffic delays. For those who are going from Roces B to Magsaysay B,
Roces B, and Magsaysay A, may experience traffic delays and unstable flow,

 From Roces St. B

CRITICAL MOVEMENT RESERVE CAPACITY LOS

Right turn into major road 63 E
Left turn off the major road 822 A
Crossing the major road 63 E
Left turn into the major road 63 E

Table 3.8

The concept of shared lanes is applied upon the critical movements: right turn
into the major road, crossing the major road, and left turn in the major road. Two
impedance factors were applied on the through movement (impedance due to
movements from Magsaysay B to Roces A and movements from Magsaysay A to
Roces B ). Four impedance factors were applied on the left turn in the major road
(impedance due to movements: from Magsaysay B to Roces A, from Magsaysay A to
Roces B, from Roces A to Roces B, and from Roces A to Magsaysay B).

24
 There is no expected traffic delay for those who are going to Roces B from
Magsaysay A. However, those who are going to Magsaysay A, Magsaysay B, and
Roces A, are going to experience very long traffic delays.

Signalized Intersection

As what is stated in methodology, signalized intersection analysis involves calculation of

cycle length, green time and delays per phase. The phases recommended by the
researchers for Magsaysay Ave. cor. Roces St. are:

FIGURE P: PHASE 2 FIGURE P: PHASE 2

1

25
 FIGURE P: PHASE 3 FIGURE P: PHASE 4

After establishing the phases, the researchers calculated the critical y-value of
each phase and summed it.

Phase 1 Phase 2 Phase 3 Phase 4

y-values 0.149 0.114 0.026 0.144 0.433

Table 3.9

The sum of the y-values are then used to compute for the optimum cycle length.
Using its formula (refer to chapter 2), the obtained optimum cycle length is 85s. Using
the computed optimum cycle length, the total usable time or effective green time is then
determined to be 65s. This is then allocated each phase, and used in computing the
delay each phase.

Phase 1 Phase 2 Phase 3 Phase 4

Allocated
22s 17s 4s 22s
Green time

26
 Phase 1 Phase 2 Phase 3 Phase 4
Delay 60s 65s 78s 60s

Roundabout Intersection Analysis

Figure 3j

27
Qualifications:

Width of weaving section (w) = 9.1 – 18 m

𝑒
= 0.63 − 0.95
𝑤

𝑤
= 0.16 − 0.38
𝑙

𝑒₁
= 0.34 − 1.14
𝑒₂

Figure 3k

Since the weaving section with most capacity is at A, its entry and exit width are
used. Computation of design of roundabout is through trial and error. Since it is given
that the width of the road is approximately equal to 6.7 m, the entry width and exit width
is equal to 3.35.

𝑒1 3.35
= =1
𝑒2 3.35

The ratio of entry width to the exit width is within the range of the qualifications,
therefore it can be used to determine the weaving section length and width qualified for

28
the roundabout intersection design at Magsaysay Avenue cor. Roces St. The obtained
results are:

Width of the weaving section 5m

Length of the weaving section 25m

Given the length and width of the weaving of section, and the average width of
entries to the weaving section, the capacity of A is then calculated to be 1113 vph.
Computing for the reserve capacity:

1113 − 686
𝑥100 = 62.24%
686

29
 CHAPTER IV

CONCLUSIONS AND RECOMMENDATIONS

Conclusion

From the analysis of intersection, it is found that unsignalized and signalized

intersections are not appropriate design for Magsaysay Ave – Roces St. intersection.
Although the computed level of service at Roces B were LOS A and LOS C to D, the
level of service computed at Roces A weren’t as good as the level of service at Roces
B. Right turn, through and left turns into major road may experience very long traffic
delay.

As for the signalized intersection, the delays computed for phase 1, phase 2, and
phase 3 and phase 4 were all below 80 seconds making it an acceptable design of
intersection

Roundabout intersection analysis turned out to be acceptable for Magsaysay Ave.

– Roces St., with a proposed 3.35 entry width, 5m width and 25 m length for the
weaving sections. Its reserve capacity reached 62. 24% which passes the criteria of
30%-above reserve capacity.

Recommendations

Determination of parameters needed for the determination of the AADT where all
the present data are based, is very important and very crucial in this kind of study. In
this type of study, the volume is calculated from the AADT. In short, almost every
analysis in this study is anchored upon the AADT. The researchers suggest to those
who wish to study about traffic and intersection analysis to ensure that a past data on
your subject intersection will be provided for best results.

The researchers also recommend to have a deep understanding about the study.
Extensive knowledge about the topic is necessary in order to achieve the purpose of
this kind of study.

30
APPENDICES

31
 APPENDIX A

Tables Used for Computation

VEHICLE TYPE PCEF

Motor-Tricycle 2.5
Passenger Car 1
Passenger Utility 1.5
Goods Utility 1.5
Small Bus 1.5
Large Bus 2
Rigid Truck (2 Axles) 2.5
Rigid Truck (3+ Axles) 2.5
Truck Semi- Trailer (3 and 4 2.5
Axles)
Truck Semi- Trailer (5+ Axles) 2.5
Truck Trailers (4 Axles) 2.5
Truck Trailers (5+ Axles) 2.5

Table A.1 Passenger Car Equivalence Factors

CARRIAGE WIDTH HOURLY PCU

RURAL URBAN
Single <4 meters 600 600
4 - 5 meters 1200 1200
5.1 – 6.0 meters 1900 1600
6.1 – 6.7 meters 2000 1700

6.8 – 7.3 meters 2400 1800

2x6.7 or 2x7.3 meters 7200 6700

Table A.2 Basic Hourly Car Capacity

32
 VOLUME – CAPACITY LEVEL OF SERVICE DESCRIPTION
RATIO

0 – 0.20 A Free flow, with low volumes

and high speeds

0.21 – 0.50 B Reasonably free flow, but

speeds begins to be restricted
by traffic conditions

0.50 – 0.70 C In stable flow zone, but most

drivers restricted in freedom
to select their own speed

0.70 – 0.85 D Approaching unstable flow,

drivers have little freedom to
maneuver

0.85 – 1.00 E Unstable flow,

momentary/short stoppages

>1.00 F Forced on breakdown flow

Table A.3 Level of Service

PAST DATA (UNIVERSITY AVENUE – C. P. GARCIA AVENUE)

Passenger Utility

Trailer Trucks (4
Rigidaxles)
Passenger Car
Motor-Tricycle

Rigid Truck (2

Trailer Trucks
Goods Utility

Semi-Trailer

Semi-Trailer
Motorcycle

Truck (3/4

Trucks (5+

(5+ axles)
Large Bus
Small Bus

axles)

axles)

axles)

axles)
From

Truck (3+
To

0:00 1:00 2 17 411 7 0 0 0 29 23 0 0 0 0

1:00 2:00 5 19 224 4 0 0 0 27 12 0 0 0 0
2:00 3:00 0 15 179 3 0 0 0 22 11 0 0 0 0
3:00 4:00 2 10 114 1 0 2 0 33 17 0 0 0 0
4:00 5:00 1 18 179 12 0 5 0 57 25 0 0 0 0
5:00 6:00 6 80 540 44 0 6 0 162 29 0 0 0 0
6:00 7:00 8 120 2307 153 0 9 0 137 13 0 0 0 0
7:00 8:00 9 194 2710 257 0 16 0 146 17 0 0 0 0
8:00 9:00 15 221 3007 283 0 16 0 245 26 0 0 0 0
9:00 10:00 8 164 2491 185 0 3 0 374 146 0 0 0 0

33
10:00 11:00 2 200 3382 211 0 13 0 645 221 0 0 0 0
11:00 12:00 9 213 3572 199 0 2 0 539 202 0 0 0 0
12:00 13:00 11 144 3058 164 0 5 0 298 121 0 0 0 0
13:00 14:00 5 144 2840 147 0 5 0 377 145 0 0 0 0
14:00 15:00 2 179 2723 211 0 10 0 514 131 0 0 0 0
15:00 16:00 7 170 2403 181 0 22 0 314 123 0 0 0 0
16:00 17:00 3 170 2483 187 0 8 0 259 42 0 0 0 0
17:00 18:00 2 246 3008 290 0 5 0 328 49 0 0 0 0
18:00 19:00 3 213 2311 275 0 11 0 229 28 0 0 0 0
19:00 20:00 1 112 1880 224 0 21 0 129 51 0 0 0 0
20:00 21:00 4 89 1244 99 0 26 0 181 93 0 0 0 0
21:00 22:00 5 90 1253 115 0 9 0 143 115 0 0 0 0
22:00 23:00 2 39 1085 58 0 3 0 87 92 0 0 0 0
23:00 0:00 0 36 464 29 0 2 0 41 54 0 0 0 0
112 2903 43868 3339 0 199 0 5316 1786 0 0 0 0

Table A.4 Past Data (University Avenue – C.P. Garcia Avenue 24-hour volume count)

34
 APPENDIX B: RESULTS OF THE STUDY

HOURLY FACTORS (HF)

Semi-Trailer Trucks
Semi-Trailer Truck

Trailer Trucks (5+

Passenger Utility

Trailer Trucks (4
Rigid Truck (3+
Passenger Car
Motor-Tricycle

Rigid Truck (2
Goods Utility
Motorcycle

(3/4 axles)

(5+ axles)
Large Bus
Small Bus

axles)

axles)

axles)

axles)
From

To

0:00 1:00

1:00 2:00

2:00 3:00

3:00 4:00

4:00 5:00

5:00 6:00

6:00 7:00 1.16667 2.01597 1.5846 1.81863 0 1.84259 0 3.23358 11.4487 0 0 0

7:00 8:00 1.03704 1.24699 1.34895 1.08268 0 1.03646 0 3.03425 8.7549 0 0 0

8:00 9:00 0.62222 1.09465 1.21572 0.98322 0 1.03646 0 1.80816 5.72436 0 0 0

9:00 10:00 1.16667 1.4751 1.46755 1.50405 0 5.52778 0 1.18449 1.01941 0 0 0

10:00 11:00 4.66667 1.20958 1.08092 1.31872 0 1.27564 0 0.68682 0.67345 0 0 0

11:00 12:00 1.03704 1.13576 1.02342 1.39824 0 8.29167 0 0.82189 0.7368 0 0 0

12:00 13:00 0.84848 1.67998 1.19544 1.69665 0 3.31667 0 1.48658 1.23003 0 0 0

13:00 14:00 1.86667 1.67998 1.28721 1.89286 0 3.31667 0 1.17507 1.02644 0 0 0

14:00 15:00 4.66667 1.35149 1.34251 1.31872 0 1.65833 0 0.86187 1.13613 0 0 0

15:00 16:00 1.33333 1.42304 1.52129 1.53729 0 0.75379 0 1.41083 1.21003 0 0 0

16:00 17:00 3.11111 1.42304 1.47228 1.48797 0 2.07292 0 1.71042 3.54365 0 0 0

17:00 18:00 4.66667 0.9834 1.21531 0.95948 0 3.31667 0 1.35061 3.03741 0 0 0

18:00 19:00

19:00 20:00

20:00 21:00

21:00 22:00

22:00 23:00

23:00 0:00

Table B.1 Hourly Factors

35
 Magsaysay A Magsaysay B Roces A Roces B
Motor Tricycle 210 102.5 72.5 0
Motorcycle 227.5 372.5 314.5 170
Passenger
Cars 2515 4022 2120 914
Passenger
Utility 109.5 103.5 2368.5 22.5
Goods Utility 0 0 0 0
Small Bus 15 18 15 0
Large Bus 0 0 0 0
Truck (2 Axle) 97.5 125 97.5 97.5
Truck (3 Axle) 110 55 10 30
TOTAL
AADT(pcu) 3285 4799 4998 1234

Table B.3 AADT in PCU

PEAK HOUR VOLUME

GM EV HS AB
PHV
(vph) 270.4129 395.0605 411.4853 101.5952
271 396 412 102

Table B.4 Peak Hour Volume

36
APPENDIX C: COMPUTATIONS

Intersection Analysis

1) Unsignalized Intersection Analysis

From Roces A

a.) Right turn into major road

𝑀ℎ = 0.5(23) + 245 = 257 𝑣𝑝ℎ

Cg = 6s

𝑀𝑎 = 33 𝑥 1 = 33 𝑝𝑐𝑢/ℎ𝑟

𝑀𝑛𝑜 = 750 𝑝𝑐𝑢/ℎ𝑟

33
𝐼1 = 𝑥 100 = 4.4%
750
p=1

b.) Left turn off the major road

𝑀ℎ = 23 + 245 = 268 𝑣𝑝ℎ

Cg = 5s
𝑀𝑎 = 55 𝑥 1 = 55 𝑝𝑐𝑢/ℎ𝑟

𝑀𝑛𝑜 = 950 𝑝𝑐𝑢/ℎ𝑟

55
𝐼1 = 𝑥 100 = 5.79%
950

p = 0.95

RC = 950 – 55 = 895 PCU (LOS A)

c.) Crossing the major road

𝑀ℎ = 0.5(23) + 245 + 128 + 55 + 193 + 23 = 656 𝑣𝑝ℎ

Cg = 7s

𝑀𝑎 = 44 𝑥 1 = 44 𝑝𝑐𝑢/ℎ𝑟

𝑀𝑛𝑜 = 350 𝑝𝑐𝑢/ℎ𝑟

37
 44
𝐼1 = 𝑥 100 = 12.57%
350

p = 0.9

d.) Left turn into the major road

𝑀ℎ = 0.5(23) + 245 + 128 + 55 + 193 + 136 + 254 = 1023 𝑣𝑝ℎ

Cg = 7.5s

𝑀𝑎 = 26 𝑥 1 = 26 𝑝𝑐𝑢/ℎ𝑟

𝑀𝑛𝑜 = 150 𝑝𝑐𝑢/ℎ𝑟

SHARED LANES

1 33⁄ 44⁄ 26⁄

= 103 + 103 + 103
𝑀𝑎𝑥𝑀𝑛𝑜 750 350(0.9)(0.95) 150(0.9)(0.95)(0.7)(0.75)

𝑀𝑎𝑥𝑀𝑛𝑜 = 268 𝑝𝑐𝑢

RC = 268 – 103 = 165 pcu/hr (LOS C TO D)

From Roces B

a.) Right turn into major road

𝑀ℎ = 0.5(23) + 193 = 205 𝑣𝑝ℎ

Cg = 6s

𝑀𝑎 = 254 𝑥 1 = 254 𝑝𝑐𝑢/ℎ𝑟

𝑀𝑛𝑜 = 800 𝑝𝑐𝑢/ℎ𝑟

254
𝐼1 = 𝑥 100 = 4.4%
750
p = 0.75

b.) Left turn off the major road

𝑀ℎ = 23 + 193 = 216 𝑣𝑝ℎ

Cg = 5s

38
 𝑀𝑎 = 128 𝑥 1 = 128 𝑝𝑐𝑢/ℎ𝑟

𝑀𝑛𝑜 = 950 𝑝𝑐𝑢/ℎ𝑟

128
𝐼1 = 𝑥 100 = 13.47%
950

p = 0.9

RC = 950 – 128 = 822 PCU (LOS A)

c.) Crossing the major road

𝑀ℎ = 0.5(23) + 193 + 55 + 128 + 245 + 23 = 656 𝑣𝑝ℎ

Cg = 7s

𝑀𝑎 = 136 𝑥 1 = 136 𝑝𝑐𝑢/ℎ𝑟

𝑀𝑛𝑜 = 350 𝑝𝑐𝑢/ℎ𝑟

136
𝐼1 = 𝑥 100 = 38.86%
350

p = 0.7

d.) Left turn into the major road

𝑀ℎ = 0.5(23) + 193 + 55 + 128 + 245 + 44 + 33 = 710 𝑣𝑝ℎ

Cg = 7s

𝑀𝑎 = 22 𝑥 1 = 22 𝑝𝑐𝑢/ℎ𝑟

𝑀𝑛𝑜 = 300 𝑝𝑐𝑢/ℎ𝑟

SHARED LANES

1 254⁄ 136⁄ 22⁄

= 412 + 412 + 412
𝑀𝑎𝑥𝑀𝑛𝑜 800 350(0.9)(0.95) 300(0.9)(0.95)(0.9)(1)

𝑀𝑎𝑥𝑀𝑛𝑜 = 475𝑝𝑐𝑢

RC = 475 – 412 = 63 pcu/hr (LOS E)

39
 2) SIGNALIZED INTERSECTION

Phase 1

22
𝑦= = 0.013
1700
136
𝑦= = 0.08
1700
254
𝑦= = 0.149
1700

Phase 2

53
𝑦= = 0.031
1700
193
𝑦= = 0.114
1700
23
𝑦= = 0.014
1700

Phase 3

33
𝑦= = 0.019
1700
44
𝑦= = 0.026
1700
26
𝑦= = 0.015
1700
Phase 4

23
𝑦= = 0.014
1700
245
𝑦= = 0.144
1700
128
𝑦= = 0.075
1700

40
 1.5(28) + 5
𝐶ₒ = = 85𝑠
1 − 0.433
Effective Green time = 85-25+8= 65s

Allocated Green time

Phase 1: 0.149
𝑔= 𝑥 65 = 22𝑠
0.433

Phase 2: 0.114
𝑔= 𝑥 65 = 17𝑠
0.433
Phase 3: 0.026
𝑔= 𝑥 65 = 4𝑠
0.433

Phase 4: 𝑔 = 0.144 𝑥 65 = 22𝑠

0.433
Delay

Phase 1: D= 85 – 22 – 3 = 60s

Phase 2: D= 85 – 17 – 3 = 65s

Phase 3: D = 85 – 4 – 3 = 78s

Phase 4: D = 85 – 22 – 3 = 60s

3) Roundabout Intersection

𝑒1 3.35
= =1
𝑒2 3.35
3.35+3.35
𝑒= =3.35
2

3.35
= 0.67
𝑤
w = 5m

5
= 0.20
𝑙

l = 25 m

41
 3.35
160(5)(1+ )
5
𝑄𝑝 = 1 =1113
1+
5

42