Proceedings of the Eastern Asia Society for Transportation Studies, Vol.

6, 2007

TRAFFIC STUDY IN AN URBAN AREA: THE CASE OF

UNSIGNALIZED INTERSECTION ALONG NATIONAL
HIGHWAY IN URDANETA CITY,
PANGASINAN, PHILIPPINES
Franklyn T. AMISTAD Jose Regin F. REGIDOR
Assistant Professor Associate Professor, College of Engineering
University of Northern Philippines University of the Philippines, Diliman
Tamag, Vigan City, Ilocos Sur Email: j_reg@yahoo.com
Fax: +63-77-722-2810
E-mail: framisteo@yahoo.com

Abstract: This paper presents a traffic study in an urban area. The locale case is the
unsignalized intersection along the national highway in Urdaneta City, Pangasinan,
Philippines. There are 27,654 vehicles that traverse the unsignalized intersection during the
fourteen hour period or with a flow of 1976 vehicles per hour. The peak hour was observed to
be at 11-12 in the morning and 5-6 in the afternoon/night time. Majority of the transport
modes that traverse during the mentioned peak hours are cars (e.g. automobiles, tricycles).
Uncoordinated movements of the pedestrians along the national highway create conflicts
between vehicles and pedestrians. There were ten accidents experienced in the year 2003.
Most of them were experienced during nighttime.

The information gathered is a significant input in the transportation planning process between
LGU and Planners if the existence of traffic study in urban areas is to be considered.

Key Words: urban area, unsignalized intersection, traffic congestion

1. INTRODUCTION

Urban and other highly populated rural areas are now confronted with traffic problems such
as traffic accidents, congestion, pollution and energy problems due to the continuing growth
of the transportation system in the region. Congestion is observed along various corridors in
different parts of the country.

National highways are considered as the vital access to municipalities and cities in the
Philippines because they provide the framework for the network of arterials, collectors and
local streets. Along these national roads are intersections. It cannot be denied that some
intersections along the national highways are suffering from congestion and sometimes safety
of drivers and pedestrians cannot be ensured.

Unsignalized intersections are the most common forms of intersection in the world. And in
the Philippines, unsignalized intersections controlled by Stop and Yield signs are the most
common types of intersection in rural and urban roads.

In Urdaneta City the number of vehicles passing through the road artery has increased
dramatically since the said City was converted into a city five years ago. The location of the
city is shown in Figure 1. Aside from hosting a variety of thriving businesses, the city is also
one of the most culturally diverse in Northern Luzon because of its proximity to big cities and
Proceedings of the Eastern Asia Society for Transportation Studies, Vol. 6, 2007

municipalities in Region I (Manila Times, Monday, June 2, 2003). So, the researcher
considered the intersection of Mc-Arthur Highway-Dagupan-Asingan Road as the subject of
the study to have database on the traffic volume, pedestrian and accident profile of the same
unsignalized intersection to serve as bases for solving the congestion problems and to ensure
safety among commuters in the region.

Figure 1. Location Map of Urdaneta City

1.1. Statement of the Problem

The study focused on the traffic study in an urban area: the case of the unsignalized
intersection in Urdaneta City, Pangasinan. The study specifically had the following
objectives:
1. Determine the traffic flow in the intersection for the span of fourteen hours;
2. Determine the volume of vehicles per mode of transportation during the peak-hour in the
morning and during the afternoon/evening period.
3. Determine the volume of pedestrians during the four-hour period.
4. Find out the accidents that occurred in the intersection during the year 2003, and
5. Determine if the intersection is warranted for signalization

1.2. Scope and Limitation of the Study

This Traffic Study considered four-legged and unsignalized intersections in Region I but due
to some constraints, only the intersection at Mc-Arthur-Dagupan Asingan Road at Urdaneta,
Pangasinan was taken as the subject of the study.
Proceedings of the Eastern Asia Society for Transportation Studies, Vol. 6, 2007

1.3. Methodology

The researcher made use of the descriptive type of research in order to answer the objectives
of this traffic study. The researcher conducted actual surveys on traffic volume, pedestrian
surveys and determined the traffic accidents experienced at the unsignalized intersections
during the year 2003.

Data Gathering Technique. The researcher coordinated with the LGUs of Urdaneta City
relative to the data and information pertinent to this research endeavor. Likewise, the
researcher determined the actual situation of the location of the intersection. Afterwhich he
collected data on traffic volume and pedestrian count. Data on accidents was also considered
at the PNP office.

Traffic Volume. The data on the total number/volume of vehicles according to the vehicle
classification entering/exiting on the specific intersection for each movement (right, through,
left turn, excluding u-turns) were considered. Manual counting was done for the period of
fourteen (14) hours from 6:00 A.M. to 8:00 P.M. and was recorded at a 15-minute interval.
Vehicles were classified into cars, jeepneys, buses, trucks and tricycles. For comparison
purposes, the researcher considered the vehicles into cars, jeepneys, and buses/trucks since
tricycles can be treated as car although it is smaller in size, it can cause considerable queuing
on road as the passenger car. The researcher did this since the TEC adopted this vehicle
classification in most of their studies relative to the warranting of unsignalized intersections.

Pedestrian Volume. The total number of pedestrians crossing the major road are counted
manually for the period of eight hours from 8:00-12 N.N. And 2:00-6:00 P.M. at one (1) hour
interval.

Traffic Accidents or Crashes Data. The number of accident occurrence during the year
2003 was gathered from the PNP office. The researcher noted the type of accident or crashes,
time date, severity.

2. REVIEW OF RELATED LITERATURE

Traffic counts is the most basic of all parametric studies, as volume (or rate flow) is the unit
to quantify traffic demand or the amount of traffic. Thus, volume as parameter most often
used to quantify demand is also used in planning, design, control, operation and management
analyses. In traffic studies the result in the observation and measurement of conditions as
they exist in the present current observation do not indicate the future nor reflect constraints
in the existing highway system that may prevent vehicles from accessing a desired link or
section of the system.

Traffic safety is everybody’s concern. The police accident report is very useful, as often the
officer has been trained and is an impartial observer of the accident.

In many ways, pedestrian flow is similar to vehicular flow. In urban centers, pedestrian flow
is significant and they must be accommodated in the planning and design of traffic facilities
and controls. Pedestrian safety is also a major issue, as the pedestrian is at a visible
disadvantage where potential pedestrian-vehicle conflicts exist, such as at intersections. In
many ways pedestrian flow is similar to vehicular flow. (Roess, 1990)
Proceedings of the Eastern Asia Society for Transportation Studies, Vol. 6, 2007

The peaking characteristics of streets and highway system can be determined through
analysis of traffic count data. The peak periods are generally weekday morning, (7-9 a.m.)
and even (4-6 p.m.) peak hours, although local area characteristics occasionally result in other
peaks (e.g. at major shopping or recreational centers). However, care should be taken to
consider potential changes in peaking characteristics over time, particularly in growing areas.
(Bochner, 1991)

(Ascano, 1994) Large-scale urban development has been recently practiced widely in large
cities of developing countries due to the economic growth and concentration and expansion
of urban functions as well as improving investment environment. Many of the developments
tend to be located along artery roads with good accessibilities in a scattered manner which
result from the lack of basic urban transportation infrastructure in the city center. As a result,
large-scale commercial/business developments impose big loads on artery transportation
facilities and accelerate worsening of urban transportation situations.

As it is expected, as cities of developing countries grow further hand in hand with economic
growth, the increase in the number of vehicles should be considered as an extremely
important factor in considering urban transportation, particularly of large cities.

Michael Kyte (1999) In his work Capacity Analysis of Unsignalized Intersection said that
capacity analysis is an important part of the process of evaluating the performance of a
transportation facility. He also added that the transportation engineer has the information
needed to determine how well the facility and what kind of changes to a facility may be
required. The improvement to the theory for capacity analysis of unsignalized intersections
enable the transportation engineer to consider the kind of control, both signalized and
unsignalized, when evaluating the performance of an intersection.

3. RESULTS, ANALYSIS AND INTERPRETATIONS

3.1. Traffic Characteristics of the Intersection Under Study

In Mc Arthur Highway-Dagupan Asingan Road intersection being studied, it was observed

that during peak periods, cars and tricycles contributed much to the worsening of the traffic
situation of the city. Likewise, some of the buses and trucks that are bound to the north and
even to the south are contributory to the said situation of the city. The unregulated stoppage
of vehicles and loading and unloading near the intersection cause the unstable flow. It was
also noticed that the local tricycles do on street parking along Ambrosio street which cause
the left turning from the north bound of Mac Arthur Highway to have long queue because of
the insufficient carriageway width for the said turners. When unmanned by traffic officers,
the traffic must be managed to force its way into the intersection. (See Figures 2 & 3)

Figure 2. Traffic enforcer manning the traffic along Mac-Arthur highway-Dagupan Asingan
road, Urdaneta City, Pangasinan, Philippines
Proceedings of the Eastern Asia Society for Transportation Studies, Vol. 6, 2007

Figure 3. Actual traffic situation of Mac-Arthur highway-Dagupan Asingan road, Urdaneta

City, Pangasinan, Philippines during the conduct of the survey

3.2. Traffic Flow

The vehicular volume during the fourteen (14) hour survey is presented on Table 1. It is
noticed that there are about 27,654 vehicles that flow at the intersection during the aforecited
number of hours in a day. Thus the volume or flow is 1976 vehicles per hour for the fourteen-
hour survey.

Table 1. Distribution of vehicle volume during the 14 hour survey

Vehicle Classification Total

Time Car Jeepney Bus/Truck Vehicles
6:01-7:00 a.m. 1155 134 198 1487
7:01-8:00 1956 183 269 2408
8:01-9:00 1213 237 278 1728
9:01-10:00 1241 182 278 1701
10:01-11:00 1183 179 256 1618
11:01-12:00 1997 266 339 2602
12:01-1:00 p.m. 1260 170 306 1736
1:01-2:00 1331 166 324 1821
2:01-3:00 1300 200 391 1891
3:01-4:00 1311 176 395 1882
4:01-5:00 1470 146 301 1917
5:01-6:00 2198 211 494 2903
6:01-7:00 1691 98 291 2080
7:01-8:00 1578 79 223 1880
Total 20,884 2427 4,343 27,654
% 75.52 8.78 15.70 100
Proceedings of the Eastern Asia Society for Transportation Studies, Vol. 6, 2007

3.3. Peak Hour Period

The vehicular volume of the intersection under study during the peak hour period is shown on
Table 2. It is revealed that 11-12 is the peak hour in the morning and 5-6 in the afternoon. It
presents the movement of the vehicle per hour for morning and afternoon peak hour periods.
It indicates that vehicles from the north bound portion of the Mac Arthur Highway has the
highest number of vehicles followed by the traffic flow on the south bound of the same
corridor. The traffic flow of the intersection is exhibited in Figure 4 and 5. About 77 percent
of the vehicles that traverse during the peak hours in the morning and afternoon are cars (e.g.
automobile, van, owner type jeep and tricycle). From 7 to 11 percent are jeepneys and 13 to
17 percent are buses and trucks.

Table 2. Distribution of vehicle by classification by movement

during the peak hour period

NO. A.M. Peak (11-12 NN) P.M. Peak (5-6 P.M.)

Total Bus/ Total
Movement Car Jeepney Bus/ Vehicle Car Jeepney Truck Vehicle
Truck Per Per
Hour Hour
1 107 5 10 122 175 3 11 187
2 209 13 20 242 208 16 24 248
3 195 8 22 225 179 13 31 223
Sub-Total 511 26 52 589 560 32 66 658
4 216 60 54 330 12 20 76 278
5 448 65 0 593 467 53 164 684
6 32 1 4 37 60 1 7 68
Sub-Total 696 126 138 960 709 74 247 1030
7 73 6 8 87 126 2 9 137
8 177 1 15 193 211 4 26 241
9 71 2 4 77 103 3 8 114
Sub-Total 321 9 27 357 440 9 43 492
10 15 1 2 13 52 3 2 57
11 290 90 119 499 305 70 131 506
12 164 14 1 179 132 23 5 160
Sub-Total 469 105 122 696 489 96 138 723
Grand Total 1997 266 339 2602 2198 211 494 2903
% 76.74 10.22 13.04 100 75.72 7.27 17.01 100
Proceedings of the Eastern Asia Society for Transportation Studies, Vol. 6, 2007

1650

N
858 792

122 593 77

179

702 193 357

330
1650 654
18

589 242 297

37

225 499 89

813 960

1773

Figure 4. Intersection flow chart during morning peak hour (11-12NN)

1708

723 985

187 684 144

160

679 241 492

278
1337 865
57

658 248 373

68

223 506 137

866 1030

1896

Figure 5. Intersection flow chart during afternoon peak hour (5-6 p.m)
Proceedings of the Eastern Asia Society for Transportation Studies, Vol. 6, 2007

3.4. Pedestrian

The distribution of pedestrians crossing the major road, Mac Arthur Highway, is shown on
Table 3. It is noticed that during the time 4 to 5 in the afternoon recorded the highest number
of pedestrians moving across the same major road. This could be attributed to the fact that
during these hours, students and other people of the city are going back to their respective
houses or origins. It was noted during the conduct of the survey that some pedestrians cross
the streets even when some vehicles are moving. It was also observed that crosswalk
markings are not visible near the intersection; there is a need for the signs to supplement the
regulations or warnings to ensure safety among pedestrians.

Table 3. Distribution of pedestrians per hour by sex along the major street

Time Direction
Crosswalk No. 1 Crosswalk No. 2
Male Female Total Male Female Total
A.M.
8:01-9:00 53 45 98 135 172 307
9:01-10:00 65 53 118 209 243 452
10:01-11:00 51 59 110 192 197 389
11:01-12:00 28 35 63 188 190 378
Sub-total 197 192 389 724 802 1526
P.M.
2:01-3:00 45 53 98 199 195 394
3:01-4:00 60 93 153 136 169 305
4:01-5:00 68 84 152 312 327 639
5:01-6:00 73 65 138 297 268 565
Sub-total 246 295 541 944 959 1903

3.5. Accident Experiences

The profile of accidents or crash experiences at Mac-Arthur Highway-Dagupan Asingan

Road is exhibited on Table 4. There are ten (10) accidents that occurred for the year 2003.
Majority of the vehicles involved in the accidents for the period mentioned are cars and vans,
most of them are crossing the intersection. It is also noted that most of the accident occurred
during the afternoon and night time. When compared to the thousand vehicles traversing (see
Table 1) the said intersection, the number of displayed motor vehicle traffic accidents are
minimal. On the other hand, the said accident experiences could be eradicated or minimized
through potential corrective actions to ensure safety among commuters and there should be
restrictive remedies to minimize the occurrence of accidents or crashes in the area. There
should be a regular stationing of traffic enforces in the area.
Proceedings of the Eastern Asia Society for Transportation Studies, Vol. 6, 2007

Table 4. Profile of Accidents or crashes experiences along the intersection of Mac-Arthur

Highway-Dagupan road during year 2003

Type of
Place Vehicle/s Direction Severity Date Time
Involved
1. Post No. 3 ( along Toyota & Heading Property January 6:10
the main Crossing), Passenger type towards damage 25 p.m.
Pob., Urdaneta City jeep North
2. Mc-Arthur Nissan & Isuzu Traversing Property February 4:37
Highway (Near Passenger from South damage 28 p.m.
crossing) Pob. jeepney to North
Urdaneta City
3. Main crossing, Mc- Mitsubishi & Traversing Property March 15 11:35
Arthur Highway, tricycle along Mc- damage p.m.
Pob. Urdaneta City Arthur
Highway
4. Post No. 3 (main Nissan Pick-up Not Not May18 8:05
crossing) Pob. & Ford mentioned mentioned p.m.
Urdaneta City
5. Main crossing Mc- Yamaha tricycle Traversing Personal May 22 10:10
Arthur Highway, from south injury p.m.
Pob., Urdaneta City to north
6. Post No. 3 (main Yamaha South to Property June 4 6:15
crossing) Pob., motorized north damage & p.m.
Urdaneta City tricycle & personal
Yamaha injury
motorized
tricycle
7. Post No. 3 (main Nissan & Head Heading Property July 4 8:50
crossing) tractor Trailer toward damage a.m.
Pob. ,Urdaneta City truck North to
west
8. Post No. 3 (main Mitsubishi & L- Heading Property July 24 10:00
crossing) 300 Van toward damage a.m.
Pob. ,Urdaneta City south at Mc-
Arthur
Highway
9. Main crossing, Pob Honda South at the Personal December 3:30
Urdaneta City motorcycle & main injury 24 p.m.
Dagupan Bus intersection
10. Post No. 3 (main Nissan & Ford From west Property December 9:00
crossing) to east damage 29 p.m.
Pob. ,Urdaneta City
Proceedings of the Eastern Asia Society for Transportation Studies, Vol. 6, 2007

3.6 TEC Warrant

In Figure 3, it is revealed that the TEC Warrant is below the computed warrants. The value of
the existing vehicle per hour for the major and minor roads during the two-hour peak period
along Mac-Arthur Highway- Dagupan Asingan Road is reflected on Table 5. Since the value
of the vehicle per hour for the major and minor roads are above the curve as described in
Figure 6, this indicates that Mc-Arthur Highway-Dagupan Asingan Intersection is warranted
for signalization as described in the criteria used by the Traffic Engineering Center (TEC).

Table 5. Existing average vehicle per hour during two peak hour period along Mac-Arthur
Highway-Dagupan Asingan intersection, Urdaneta City, Pangasinan

Major Road Flow Minor Road Flow

Vehicle per Hour Vehicle per Hour
( Average of two peak hours) (Average of two peak hours)
1141 340
1141 366
1141 602

1200 

1000 
INTERSECTION
SIGNALS WARRANTED
800 
ONE-WAY MINOR ROAD FLOW

TEC

Warrant 1
600 
Warrant 2

Warrant 3
400 

200  INTERSECTION
SIGNALS

0 
0  500  1000 1500 2000 2500 

Figure 6. TEC Warrants. Two-way major road flow vehicles

per hour (Average of Two Peak Hours)
Proceedings of the Eastern Asia Society for Transportation Studies, Vol. 6, 2007

3.7 Level of Saturation

Based on the template for capacity analysis for planning and operational method used by the
Traffic Engineering Center (TEC), the existing level of saturation of the intersection in the
Mac-Arthur Highway-Dagupan Asingan intersection are presented on Table 6. The level of
saturation “Y”, total critical y value is greater than 0.85, which are 0.963 and 1.102 for
morning and afternoon periods, respectively. This means that it is over capacity or the facility
cannot accommodate the number of vehicles moving in the intersection. With the above
observations, it is therefore conclusive that the intersection is warranted for signalization.

Table 6. Comparative value of level of saturation for Mac-Arthur-Dagupan Asingan

Intersection, Urdaneta City, Pangasinan

A.M. Peak Period P.M. Peak Period

11-12 5-6
Existing Condition With Geometric Existing Condition With Geometric
Improvement Improvement
0.963 0.682 1.102 0.794

Over Capacity Below Capacity Over Capacity Near Capacity

It is clearly shown on the table that the level of saturation for AM peak hour period is 0.682
and 0.794 for PM peak hour period. With the additional right-of-way (ROW), the level of
saturation may decrease by about 30%. Thus, the level of saturation is described as below
capacity and near capacity for morning and afternoon peak hour period, respectively.

It is recalled that the intersection is within the central business district; with twelve (12)
movements of traffic; there is heavy volume of vehicles entering/exiting the intersection
especially during peak hours; with considerable volume of left-turning vehicles; there is
insufficient and substandard traffic control for pedestrian and vehicles; poor visibility and
poor lightings; and traffic enforcers manage the traffic flow along the intersection under
study. In order to solve the existing traffic problems of the local government units, the
improvement and development of new infrastructure facilities for traffic management plans
as shown in Figure 7, should be implemented by the installation of traffic signals and a fly-
over is included for a long-term solution to ease congestion and to reduce if not to eliminate
other transport related problems.
TO DAGUPAN

N
D 6 D 7
D8

E X IS T IN G 'C '
D9
D10

T O M A N IL A 1 0
H H -5 '8 ' T R A F F IC S IG N A L 'A '
1 0 'A '
F L Y O V E R
H H -1 0
F L Y O V
E R
D5
D4

'A '
'A ' T O L A O A G
D3

M A

H H - 1
'A ' ' A C ' L C P B 'C '
'A ' N O T E 3 N O T E 1
'A '

M A 2
3
S O U R C E : T E C

D 6 D 7
TO DAGUPAN

Figure 7. MacArthur Highway Dagupan Asingan Intersection, Urdaneta City,

Pangasinan, Philippines with traffic signalization and flyover project
Proceedings of the Eastern Asia Society for Transportation Studies, Vol. 6, 2007

4. CONCLUSIONS AND RECOMMENDATIONS

Based on the findings of this study the following conclusions and recommendations are
drawn:
1. The Traffic flow or volume of vehicles that traverse the unsignalized intersection located
in the concentrated central business district or CBD of the urban area which is the Mc-
Arthur-Dagupan Asingan Road of Urdaneta City, Pangasinan, is very alarming because
there are about 27,654 vehicles of different modes of transportation. Therefore the flow in
the intersection is 1976 vehicles per hour. It is recommended that the LGUs of the said
city should review their traffic scheme or traffic management scheme and reroute the
vehicles to other alternative roads in order to reduce the traffic flow in the intersection.
Likewise, other researchers are encouraged to conduct similar studies in order to analyze
and project the trip generation by zone or neighborhood flow patterns in order to project
the future transportation demand. Also origin-destination should be considered in order to
improve the traffic assignment in the area. Further, an in-depth analysis on traffic flow
should be considered to determine whether or not the intersection is warranted for
signalization.
2. The peak period in the afternoon/evening along the Mc-Arthur Highway-Dagupan
Asingan Road is within the period that is commonly observed in the concentrate central
business district of most urban areas which is 5-6 P.M. The peak period in the morning
which is 11-12 NN is outside the common peak period in some places which is 7 to 9.
These are common peak hours in the area because Urdaneta is found almost half-way
from Metro Manila and from the Northern part of Ilocos Region (e.g. Vigan City and
CAR). The local media should inform the public about the traffic situation of a certain
road or intersection so that the drivers can take alternative routes in case of traffic
congestion in the area.
3. It is noted that there was a high volume of pedestrian in Mc-Arthur Highway, major road
of the intersection. Also it was observed that there are no signs/markings for pedestrian
lanes on the road that would serve as a crosswalk for pedestrians. Thus the public cross
the road anywhere and this might cause delay for the vehicles. The LGUs should include
the provision for the putting up of reflectorized thermoplastic Pavement Markings for
pedestrian lanes to facilitate the movement of persons crossing the road and to ensure
safety on the road. Another alternative is to construct an overpass for pedestrian origin
and destination: Tracing studies should be a challenge to other researchers. Other
researchers conduct pedestrian studies in congested areas.
4. Based on the findings, majority of the accidents that occurred in the unsignalized
intersection of Mc-Arthur Highway-Dagupan Road were experienced during
afternoon/nighttime. It is recommended, therefore, that there must be a regular stationing
of traffic enforcers in the area. Remedial measures should be made by LGUs so as to
define clearly operational or physical solutions to the occurrences of accidents. A traffic
signal control device should be provided in the area to reduce conflict among vehicles and
pedestrians. Accident data should be filed din computers and be used for accident analysis
and statistics. The said information will serve as basis for improving the working
conditions of professional drivers.
5. The LGU should introduce new alternative solutions to address the traffic congestion at
the unsignalized intersection such as geometric improvements, installation of traffic
signals and construction of fly-overs.
Proceedings of the Eastern Asia Society for Transportation Studies, Vol. 6, 2007

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