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Chapter 1
PROBLEM AND ITS BACKGROUND

Introduction

This chapter presents the background of the study, objective of the study,

theoretical and conceptual framework, scope and limitation, significance of the study

and definition of terms.

Transportation plays an important role in the economic growth of every country.

Occurrence of traffic congestion has always been a problem to many Filipino citizens.

According to “The report by Numbeo, a Serbia-based firm, the Philippines ranked 9th in

the countries with the worst traffic in the whole world and ranked 4th in Asia. The study

done compared 88 countries where each was computed with a traffic index that was

used for comparison and ranking.” (Canias, 2015). But in order to see that interaction

materialize in practice, a provision of suitable traffic management system is imminent.

Roads are the basic medium of transporting goods and people from one place to

another. As the number of vehicles increases the roads are being use more often which

may result to traffic congestion due to the huge amount of volume passing on the road.

Generally road network links in the urban areas frequently intersect thus leading to

conflicts between opposing flows of traffic and to delays and accidents. As the

intersections are vital points in a transportation network, their efficiency of operation

greatly influence the entire networks performance (Kumar et. al., 2018).

A roundabout is a type of circular-shaped intersection, but is quite unlike a traffic

circle or large rotary, which traffic travels counter-clockwise (in the Philippines and other

right-hand traffic countries). Roundabouts have been proven safer and more efficient
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than other types of circular intersections. Roundabouts work than traffic signals at

intersections with low to medium traffic volumes. They reduce the overall delay, better

handle intersections with high volumes of left turns, reduce fatal and injury accidents,

reduce the speeds of approaching vehicles to the intersection, have lower maintenance

costs, and provide an opportunity for landscaping inside the central island. (Lively, et.al.,

2006). There are no traffic signals or stop signs in the roundabout. Drivers yield at the

entry leg to give way on vehicles passing through the roundabout then enter the

intersection and exit at their desired road.

Roundabouts are gaining wide acceptance as a viable alternative to traditional

intersections around the world, particularly in Europe and North America. There are

several studies reporting an increase of service levels and traffic flow when converting

traditional intersections into roundabouts. Increasing safety levels have also been

mentioned in the studies comparing before and after conditions (Jensen, 2013), and

historical analysis studies (Gross et al., 2013). Roundabouts are increasingly proposed

as alternative method of managing conflict points in intersections (NHCRP, 2010).

Roundabouts (In the Philippines, they are commonly known as “rotundas”) were

classical elements to be found in all civilized cities in the world. In those days, the

Philippines could be counted as one of those cities. Our roundabouts were built as the

part of a greater master plan prepared by Daniel Burnham, the great American city

planner and architect. His plan of 1905 was followed, more or less, until the World War

II and the roundabouts were part of his grand transport network. The network was link

sections of the city via wide, tree-lined avenues, fountain or monument-embellished

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rotundas and pedestrian-friendly sidewalks or landscape parkways (Philippine Star,

2011).

Background of the Study

The Liwasang Jose N. Lico Park Roundabout is experiencing traffic congestion,

particularly during rush hour. The most common factor affecting the traffic flow is the

huge number of vehicles approaching from different legs connected on the roundabout.

Liwasang Jose N. Lico Park roundabout (locally called, Lico’s Park) is located in

Brgy. San Jose, Antipolo City, Rizal, which roads E. Rodriguez Avenue, L. Sumulong

Memorial Circle and Sto. Niño St. intersects.

Due to this case, the researchers proposed a traffic management system for

Liwasang Jose N. Lico Park to solve the problem and have an organize traffic flow on

the said roundabout. However, the City Government of Antipolo didn’t approve the

researchers’ request for the history of Lico’s Park roundabout, so, it’s challenging for

them to propose a new Traffic Management Scheme.

Theoretical Framework

In this study, the researchers proposed a traffic management system for

Liwasang Jose N. Lico Park Roundabout, to minimize the growing problem of heavy

traffic congestion in the area. In conducting this study, the researchers consider

Highway Capacity Manual (HCM), Federal Highway Administration (FHWA) and

Department of Public Works and Highways (DPWH) standards for the Traffic

Management Plan (TMP’s). The researchers used these concepts on solving the

existing problem of traffic in the setting of the study.

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The data which is generated out of the traffic related quantities as mentioned

served as input in proposing traffic management system to come up with the idea on

making a Traffic management system at the roundabout located in Liwasang Jose N.

Lico Park.

Conceptual Framework

This study used Coombs System of Approach which shows the input, process

and output.

The input shows the data collection which includes traffic count and road

inventory.

The process of this study is conducting a traffic count from morning to evening to

determine the volume of vehicles per hour and to know specifically the peak hour

volume and also the road inventory that will be used in calculations.

The output shows the best traffic management plan for Liwasang Jose N. Lico

Park Roundabout.

Input
Vehicles
Road Inventory

Process
conducting a traffic count from morning to evening to determine the volume of
vehicles per hour and to know specifically the peak hour volume and also the
road inventory that will be used in calculations
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Output

Best traffic management plan for Liwasang Jose N. Lico Park Roundabout

Figure 1: Conceptual Framework

Objectives of the Study

The main objective of this study is to propose a traffic management system for

Liwasang Jose N. Lico Park. Particularly it aims to:

 Determine the peak hour volume in Liwasang Jose N. Lico Park.

 Determine the demand flow of the vehicles entering and circulating in the

roundabout during peak hour.

 Determine the performance of the existing design of roundabout in terms of

control delay and level of service.

Significance of the Study

The researchers believed that the result of the study would be significant and

beneficial to the:

 MUNICIPALITY OF ANTIPOLO CITY. This study will give information or ideas

that will serve as a basis to improve the traffic flow on the roundabout.

 DRIVER. This study will provide a best traffic scheme on the roundabout that will

result to less traffic congestion and less travel time of road users.

 PASSENGER. This study will provide improvements on the roundabout that will

result to the increase in productivity of workers and students.

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 FUTURE RESEARCHERS. This study will serve as their cross-reference that will

give them a background or an overview about traffic management system on

roundabouts. The ideas presented may be used as reference data in conducting

new researches.

Scope and Limitation of the Study

The 5th year Civil engineering students of University of Rizal System- Antipolo

campus in the year 2019-2020, conducting a research that focuses on the proposed

traffic management system for Liwasang Jose N. Lico Park (83 L. Sumulong Memorial

Circle, Antipolo City, 1870 Rizal).

This research focuses on the number of vehicles specifically trucks, private

vehicles, tricycles, bus, goods utility and motorcycles. The traffic counting will be

conducted during 6:00 AM – 9:00 PM only. The researchers assumed that there are no

pedestrians crossing in the roundabout. Other street intersections inside the region

were excluded in all data gathering exercises.

Definition of Terms

For better understanding of this study the following terms are defined

conceptually and operationally:

Congestion. Too blocked or crowded and causing difficulties.

Departure. The action of leaving or exit from the roundabout.

Pedestrian. A person walking along a road or in a developed area.

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Public Utility Vehicle (PUV). Refers to a motor vehicle considered as a public

transport conveyance or common carrier duly registered with the Land Transportation

Office (LTO) and granted a franchise by the Land Transportation Franchising and

Regulatory Board (LTFRB).

Roundabout. Other term for rotary intersection.

Traffic. On roads may consist of pedestrians, ridden or herded animals, vehicles,

streetcars, buses and other conveyances, either singly or together, while using the

public way for purposes of travel.

Traffic Flow. The study of interactions between travellers and infrastructure with

the aim of understanding and developing an optimal transport network with efficient

movement of traffic and minimal traffic congestion problems.

Road Inventory. This includes road location using both coordinate and linear

referencing systems, road width, road length and pavement type.

Level of Service. A qualitative measure used to relate the quality of motor

vehicle traffic service.

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Chapter 2

METHODOLOGY

This chapter presents the methods and procedures in this research study.

Presented were the following: Research technical design, research technical

instruments, setting of the study, subject of the study, source of data, and procedure of

the study.

Research Technical Design

The study used experimental method which is a systematic and scientific

approach to research whereas the researchers manipulate one or more variables and

controls and measures any change in other variables.

Research is process that is the step combination that is done systematically and

logically to get the solution of the problems or to get the answer from the certain

question (Suryabarata : 2003).

Research technical instrument

To realize or achieve the purpose of the study, the researchers used the

following instrument such as drone, road map, multi counter and record sheets.

 Drone

The researchers used drone to record the traffic flow and to easily count the

number of vehicles on the roundabout.

 Road Map
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The researchers used road map as their guide on determining the different

routes connected on the roundabout.

 Multi Counter

The researchers used multi counter on counting the specific number of vehicles

crossing on the rotary intersection.

 Record Sheets

The researchers used record sheets which contain data like number of vehicles

entering on each leg of the roundabout to their departure on the roundabout at every

hour from 6 AM – 9 PM.

Setting of the Study

The study will be conducted at Liwasang Jose N. Lico Park (83 L. Sumulong

Memorial Circle, Antipolo City, 1870 Rizal). Liwasang Jose N. Lico Park is a junction of

roads in Antipolo City including Sto. Niño Street, E. Rodriguez Ave. and L. Sumulong

Memorial Circle.
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Figure 2: A vicinity map of Liwasang Jose N. Lico Park

Antipolo City, Rizal
Subject of the Study

The subject of the study is the roundabout located along the end of Sto. Nino

Street namely Liwasang Jose N. Lico Park. Lico’s Park Circle or Liwasang Lico is a

circular park located along L. Sumulong Memorial Circle Highway a.k.a. Circumferential

Road in Brgy. San Jose, Antipolo City, Rizal. The park was named after Jose N. Lico

and donated by his heirs. The circular park has one big tree in the middle. It is in the

middle of four connecting streets, thus it serves as circular traffic.

Sources of Data

The primary instrument the researchers will use in assembling the required data

involved in the study during peak hour is the drone. The drone will be placed on specific

area focusing on Center Island with different routes connected in the roundabout to

gather information on the total number of vehicles on their approach and departure.
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Another instrument the researchers will use to gather data is the multi counter

app, whereas the researchers can use it to count specifically the number/volume of

vehicles per hour. The multi counter application will be used in counting different types

of vehicles passing in the roundabout.

The primary source of data are the vehicles (such as trucks, goods utility

vehicles, cars, tricycles, jeepneys, buses and motorcycles) passing at the roundabout.

The vehicle counting will be conducted from morning to evening.

Procedure of Study

Drone survey will be conducted to record the traffic scenario at the roundabout.

After completing the survey we will extract the video from camera via USB cable to

Laptop. Then the video will be played in VLC Media player in slow mode and count the

volumes of traffic on the entry of each leg and circulating roadways. For any vehicles

approaching the intersection, there will be four possible turning movements of traffic,

namely left turn (L), straight or through turn (TH) and right turn (R).

Entry flow is simply the sum of the through, left, and right turn movements on an

approach. Circulating flow is the sum of the vehicles from different movements passing

in front of the adjacent upstream splitter island. At existing roundabouts, these flows can

simply be measured in the field. Right turns are included in approach volumes and

require capacity, but are not included in the circulating volumes downstream because

they exit before the next entrance.

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CIRCULATING FLOW

ENTRY FLOW

Figure 3: Entry Flow and Circulating Flow

V1, CIRC = VM(L) + VBP(L) + VBP(TH)

V2, CIRC = VSN(L) + VSN(TH) + VBP(L)
V3, CIRC = VSN(L) + VSH(L) + VSH(TH)
V4, CIRC = VM(L) + VM(TH) + VSH(L)

ENTRY VOLUMES
FROM TO
VSH(L) Shopwise Sto. Nino
VSH(TH) Shopwise Bagong Purok
VSH(R) Shopwise Morong
VM(L) Morong Shopwise
VM(TH) Morong Sto. Nino
VM(R) Morong Bagong Purok
VBP(L) Bagong Purok Morong
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VBP(TH) Bagong Purok Shopwise

VBP(R) Bagong Purok Sto. Nino
VSN(L) Sto. Nino Bagong Purok
VSN(TH) Sto. Nino Morong
VSN(R) Sto. Nino Shopwise

Table 1: Entry Volumes (Approach and Departure)

The capacity is normally expressed in passenger car unit per hour (pcu/hr) and

would depend on the so-called passenger car equivalent factors (PCEF) of the different

vehicle classes that compose the traffic.

VEHICLE TYPE PCEF

TRICYCLE 1.5
MOTORCYCLE 0.5
CAR 1
JEEPNEY 1.5
TRUCK 2.5
GOODS UTILITY 1.5
SMALL BUS 1.5
LARGE BUS 2

Table 2: PCEF values (DPWH, Highway Planning Manual, 2007)

Hummody developed a simulation models for estimation the average control

delay for through and left turning movement from the micro-simulation model,

developed in his study (RONDSIM) The model for left turning vehicles with adjusted R^2

equals to 0.984 was:

CONTROL DELAY (s) LEVEL OF DESCRIPTION

SERVICE (LOS)
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LESS THAN 10 s A Free flow, with low

volumes and high
speeds
10-15 s B Reasonably free
flow, but speeds
begins to be
restricted by traffic
conditions
15-25 s C In stable flow
zone, but most
drivers restricted in
freedom to select
their own speed
25-35 s D Approaching
unstable flow,
drivers have little
freedom to
maneuver
35-50 s E Unstable flow,
momentary/short
stoppages
GREATER THAN 50 s F Forced on
breakdown flow

Table 3: Control Delay v.s. Level of Service

Signalized Intersections

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

noise, therefore a city’s quality of life, world energy resources and global atmospheric
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conditions deteriorate. 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 = (𝐶 − 𝐿)
𝑌 𝑜
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Chapter 3
PRESENTATION, ANALYSIS AND DESIGN RESULT

This chapter discusses the data gathered, analysis and interpretation of the

distributed surveys result. The data were presented in a brief form, most which used

tables and graphs.

Determine the peak hour volume in Liwasang Jose N. Lico Park

TOTAL VOLUME OF VEHICLES PER HOUR

9000
8680

8500

7971
8000
7532 7543
7500
7089

7000 6811
6551 6646
6500 6340

6076 6203
6000 5729
5561 5614 TOTAL VOLUME
5546
5500

5000
11…
10-11…

1-2 PM

3-4 PM

4-5 PM

5-6 PM

6-7 PM

7-8 PM

8-9 PM
6-7 AM

7-8 AM

8-9 AM

12-1 PM
9-10 AM

2-3 PM

Figure 4: Total Volume of Vehicles Per Hour

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TIME
TOTAL VOLUME OF VEHICLES
FROM TO
6:00 AM 7:00 AM 5621
7:00 AM 8:00 AM 6551
8:00 AM 9:00 AM 5729
9:00 AM 10:00 AM 5614
10:00 AM 11:00 AM 5546
11:00 AM 12:00 PM 6076
12:00 PM 1:00 PM 7089
1:00 PM 2:00 PM 6340
2:00 PM 3:00 PM 6203
3:00 PM 4:00 PM 6811
4:00 PM 5:00 PM 7532
5:00 PM 6:00 PM 7971
6:00 PM 7:00 PM 8680
7:00 PM 8:00 PM 7543
8:00 PM 9:00 PM 6646

Table 4: The table above shows the total volume of vehicles per hour in Liwasang Jose

N. Lico Park

Based on Table 4, the largest volume of vehicles between 6:00 AM – 9:00 PM is

8680 vehicles per hour. This means that the peak hour in Liwasang Jose N. Lico Park is

happening during 6:00 PM – 7:00 PM.

This findings imply that road users passing in Liwasang Jose N. Lico Park during

peak hour (6:00 PM – 7:00 PM) are experiencing traffic congestion or traffic problem.

Determine the performance of the existing design of roundabout in terms of

control delay and level of service

CONTROL DELAY (s) LEVEL OF DESCRIPTION

SERVICE (LOS)
LESS THAN 10 s A Free flow, with low
volumes and high
speeds
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10-15 s B Reasonably free

flow, but speeds
begins to be
restricted by traffic
conditions
15-25 s C In stable flow zone,
but most drivers
restricted in freedom
to select their own
speed
25-35 s D Approaching
unstable flow,
drivers have little
freedom to
maneuver
35-50 s E Unstable flow,
momentary/short
stoppages
GREATER THAN 50 s F Forced on
breakdown flow

Table 5: The table above shows the level of service for roundabout in terms of delay

LEG AVERAGE CONTROL DELAY LEVEL OF SERVICE

BAGONG PUROK 27.767 D
STO. NINO 13.266 B
SHOPWISE 13.711 B
MORONG 45.695 E

Table 6: The table above shows the average control delay with its corresponding level

of service of each leg of roundabout.

Based on Table 6, the average control delay along Morong leg is 45.695 while in

Sto. Nino, Shopwise and Bagong Purok leg is 13.266 sec, 13.711 sec and 27.767 sec

respectively. This means that the delay experienced by Morong leg is greater than what

was experienced by other legs.

This findings imply that the level of service of other legs of the roundabout is

better than the level of service of morong leg. This support the Highway Capacity
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Manual (HCM) 2000 which explains that the average control delay ranging from 35-50

sec has a level of service of E which means it has an unstable flow, momentary/short

stoppages.

Determine the demand flow of the vehicles entering and circulating in the

roundabout during peak hour

DEMAND FLOW
CIRCULATING FLOW
ENTRY FLOW (veh/hr)
(veh/hr)

1 4126 SN 1829
2 922 SH 2568
M
3 2160 3129
BP
4 2801 2263

Table 7: The table above shows the demand flow of entering and circulating vehicle

during peak hour.

Based on table 7, the circulating flow at station 1 is 4126 and the entry flow in

Morong leg is 3129. This means that station 1 and Morong leg is experiencing a highest

volume of demand flow.

These findings imply that vehicles passing in station 1 and in Morong leg is more

prone to congestion and other traffic problems.

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Scheme 1: Signalized Intersection

Signalized intersection analysis involves calculation of cycle length, green time,

and delays per phase. The phases recommended by the researchers for Lico’s park

roundabout. All right turns were excluded in each phases, because they are near the

exit lane.

After establishing the phases, the researchers calculated the critical y- value of

each phases and summed it.

Phase 1 Phase 2 Phase 3 Phase 4

y-values 0.3116 0.0915 0.1936 0.1812

Table 8: Critical Y- values

The sums of y-values are then used to compute for the optimum cycle length.

Using the formula, the obtained optimum cycle length is 131 seconds. Using the

computed optimum cycle length, the total usable time or effective green time is

determined to be 115 seconds. This is then allocated each phase, and used in

computing the delay of each phase.

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Phase 1 Phase 2 Phase 3 Phase 4

Allocated green time 47 13 29 27

Delay 66 100 84 86

Table 9: Allocated Green time and Delay

Scheme 2: Coverting Volume of Tricycle to Volume of Jeepney

Tricycle slow-moving vehicle, with 25-30 kph as normal maximum speed, causes

considerable queueing on road, particularly along areas with heavy roadside friction

(DPWH, 2013) and has few capacity of passengers. During the peak hour, tricycle has

the greatest volume among all vehicle types with 47.9552% of total entry flow in the

roundabout. In order to lessen the traffic, the researchers proposed a conversion of

volume of tricycle to volume of jeepney.

A jeepney has an official passenger capacity of 20 and tricycle has 4. For the

conversion:

1
𝑣𝑜𝑙. 𝑜𝑓 𝑗𝑒𝑒𝑝𝑛𝑒𝑦 = (𝑣𝑜𝑙. 𝑜𝑓 𝑡𝑟𝑖𝑐𝑦𝑐𝑙𝑒)
5

LEG AVERAGE CONTROL DELAY LEVEL OF SERVICE

BAGONG PUROK 22.869 C
STO. NINO 9 A
SHOPWISE 9 A
MORONG 30.561 D
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Chapter 4

SUMMARY OF DESIGN RESULTS, CONCLUSION AND RECOMMENDATIONS

This chapter presents the summary of the findings and the research, the

conclusions derived from these findings and the researchers recommendations for

future researchers of similar concern.

Summary of Findings

By conducting traffic counting, the researchers determined the volume and flow

of traffic, and the greatest number of vehicles entering and circulating the roundabout.

By conducting traffic counting, the researchers determined the volume and flow of

traffic, the volume of vehicles entering and circulating lico’s park roundabout, and the

peak hour. The capacity of vehicles passing through the area ranges from 5000-8500

vehicles per hour having the largest volume at 6:00-7:00 pm.

The researchers perform a traffic count each leg to determine which route has

the most volume and most congested. It was found out that the reason of traffic

congestion is the lack of knowledge about the roundabout, the inconsistency of number

of lanes per leg, and the huge volume of vehicle passing the area.

As for the Scheme 1, found out that signalized intersection was not appropriate

design for replacement in Lico’s Park roundabout. The delays computed for phase 1,

phase 2, phase 3, and phase 4 were 66 s, 100 s, 84 s, and 86 s, respectively, making

the traffic flow more unstable.

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As for the Scheme 2, the researchers found out that the levels of service of

Bagong Purok, Sto. Nino St., Shopwise, and Morong legs in terms of delay were C, A,

A, and D, respectively.

Conclusions

There is a need of improvement on the roundabout due to high volume of

vehicles entering on it and apply the best scheme proposed by the researchers.

Recommendations

As the number of vehicles increases the roads are being use more often which

may result to traffic congestion due to the huge amount of volume passing on the

roundabout. Due to this instances, the researchers come up with a proposed traffic

schemes that will help improve the flow of the roundabout and minimize the congestion

on Liwasang Jose N. Lico Park.