1

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 for 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 a

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 used

more often which may result in 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 influences the entire networks performance (Kumar

et. al., 2018).

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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 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 an 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
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as 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 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 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 to the roundabout.

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

located in Brgy. San Jose, Antipolo City, Rizal, where 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.

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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 to

solve the existing problem of traffic in the setting of the study.

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 of making a traffic management system at the roundabout located in

Liwasang Jose N. Lico Park.

Conceptual Framework

This study used the 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.
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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

Output

The 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 hours.

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 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 the best traffic scheme on the roundabout

that will result in less traffic congestion and less travel time of road users.

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

will result in an increase in the productivity of workers and students.

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

will give them background or an overview of the 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 the University of Rizal System-

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

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

Sumulong Memorial Circle, Antipolo City, 1870 Rizal).

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

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

conducted from 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 a 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.

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. Another term for a 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.

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

procedure of the study.

Research Technical Design

The study used an experimental method which is a systematic and scientific

approach to research whereas the researchers manipulate one or more variables

and control and measure any change in other variables.

Research is a process where the step combination is done systematically

and logically to get the solution to the problems or to get the answer from a certain

question (Suryabarata: 2003).

In this study, the researchers will use different variables such as the volume

of vehicles, number of lanes and other roundabout parameters as their sources of

data where the data will be manipulated to measure the changes and to have

improvements in the roundabout.

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.
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 Drone

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

the number of vehicles on the roundabout.

 Road Map

The researchers used road maps as their guide on determining the different

routes connected to the roundabout.

 Multi Counter

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

vehicles crossing on the rotary intersection.

 Record Sheets

The researchers used record sheets that contain data like the 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
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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 hours is the drone. The drone will be placed

on a specific area focusing on the center island with different routes connected in

the roundabout to gather information on the total number of vehicles on their

approach and departure.

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 vehicles (such as trucks, goods utility

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

roundabout. The vehicle counting will be conducted by the researchers from

morning to evening.
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Procedure of Study

A drone survey will be conducted to record the traffic scenario at the

roundabout. After completing the survey we will extract the video from the

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

the 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.

Figure 3: Entry Flow and Circulating Flow

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V1, CIRC = VERA(L) + VLSMC(B)(L) + VLSMC(B)(TH)

V2, CIRC = VSNS(L) + VSNS(TH) + VLSMC(B)(L)
V3, CIRC = VSNS(L) + VLSMC(A)(L) + VLSMC(A)(TH)
V4, CIRC = VERA (L) + VERA (TH) + VLSMC(A)(L)
The formulas shown above will be used in calculating the total circulating

flow of vehicles in the roundabout.

Legend: VERA = volume of vehicles at E. Rodriguez Avenue, VLSMC(A) =

volume of vehicles at L. Sumulong Memorial Circle (A), VLSMC(B) = volume of

vehicles at L. Sumulong Memorial Circle (B), VERA = volume of vehicles at E.

Rodriguez Avenue

ENTRY VOLUMES
FROM TO
VLSMC(A)(L) L. Sumulong Memorial Circle (A) Sto. Nino Street
VLSMC(A)(TH) L. Sumulong Memorial Circle (A) L. Sumulong Memorial Circle (B)
VLSMC(A)(R) L. Sumulong Memorial Circle (A) E. Rodriguez Avenue
VERA(L) E. Rodriguez Avenue L. Sumulong Memorial Circle (A)
VERA(TH) E. Rodriguez Avenue Sto. Nino Street
VERA(R) E. Rodriguez Avenue Bagong Purok
VLSMC(B)(L) L. Sumulong Memorial Circle (B) E. Rodriguez Avenue
VLSMC(B)(TH) L. Sumulong Memorial Circle (B) L. Sumulong Memorial Circle (A)
VLSMC(B)(R) L. Sumulong Memorial Circle (B) Sto. Nino Street
VSNS(L) Sto. Nino Street L. Sumulong Memorial Circle (B)
VSNS(TH) Sto. Nino Street E. Rodriguez Avenue
VSNS(R) Sto. Nino Street L. Sumulong Memorial Circle (A)

Table 1: Entry Volumes (Approach and Departure)

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The capacity is normally expressed in passenger car units 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 simulation models for estimating 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)
LESS THAN 10 s A Free flow, with low
volumes and high
speeds
10-15 s B Reasonably free
flow, but speeds
begin to be
restricted by traffic
conditions
15-25 s C In stable flow
zone, but most
drivers restricted in
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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

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Chapter 3
PRESENTATION, ANALYSIS AND DESIGN RESULT

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

distributed survey result. The data were presented in a brief form, most of 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…

3-4 PM
6-7 AM

1-2 PM

4-5 PM

5-6 PM

6-7 PM

7-8 PM

8-9 PM
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 from 6:00 PM – 7:00 PM.

These findings imply that road users passing in Liwasang Jose N. Lico

Park during peak hour (6:00 PM – 7:00 PM) are prone to 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)
IF V/C ≥ 1.0
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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
begin 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

AVERAGE CONTROL DELAY

LEG LEVEL OF SERVICE
(sec/veh)
L. Sumulong
27.767 D
Memorial Circle (B)
Sto. Nino Street 13.266 B
L. Sumulong
13.711 B
Memorial Circle (A)
E. Rodriguez
45.695 E
Avenue

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 E. Rodriguez Avenue is

45.695 while in Sto. Nino Street, L. Sumulong Memorial Circle (A) and L. Sumulong

Memorial Circle (B) is 13.266 sec/veh, 13.711 sec/veh and 27.767 sec/veh
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respectively. This means that the delay experienced by E. Rodriguez Avenue leg

is greater than what was experienced by other legs.

These findings imply that the level of service of E. Rodriguez Avenue is

worst than the level of service of other legs connected in the roundabout. This

supports the Highway Capacity 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 and 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

vehicles during peak hours.

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

in Morong's leg is 3129. This means that station 1 and Morong leg are experiencing

the highest volume of demand flow.

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These findings imply that vehicles passing in station 1 and in Morong's leg

is more prone to congestion and other traffic problems.

Scheme 1: Conversion of Normal Tricycle to E-Tricycle

AVERAGE CONTROL DELAY

LEG LEVEL OF SERVICE
(sec/veh)
L. Sumulong
11 B
Memorial Circle (B)
Sto. Nino Street 10.7 B
L. Sumulong
11 B
Memorial Circle (A)
E. Rodriguez
36.824 E
Avenue

Table 8: The table above shows the average control delay of the proposed

scheme with its corresponding level of service of each leg of roundabout.

Based on Table 8, the average control delay along E. Rodriguez Avenue is

36.824 while in Sto. Nino Street, L. Sumulong Memorial Circle (A) and L. Sumulong

Memorial Circle (B) is 10.84 sec/veh, 11.045 sec/veh and 11.116 sec/veh

respectively. This means that the delay experienced by each leg connected to Jose

N. Lico Park Roundabout was reduced from around 2 sec/veh up to 9 sec/veh.

These findings imply that the level of service of Liwasang Jose N. Lico Park

based on the proposed scheme (1) is better than the existing level of service. Even

if the level of service of E. Rodriguez Avenue, Sto. Nino Street and L. Sumulong

Memorial Circle (A) remains the same, there is an improvement in the average

control delay.
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Scheme 2: Converting 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 with areas with heavy

roadside friction (DPWH, 2013) and has few capacities of passengers. During the

peak hour, the 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 the conversion of the volume of the tricycle to the volume of

the jeepney.

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

For the conversion:

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

AVERAGE CONTROL LEVEL OF

LEG
DELAY SERVICE
L. Sumulong Memorial Circle
9 A
(B)
Sto. Nino Street 8.910 A
L. Sumulong Memorial Circle
9 A
(A)
E. Rodriguez Avenue 27.107 D

Table 9: The table above shows the average control delay of the proposed

scheme with its corresponding level of service of each leg of roundabout.

Table 9 reveals the average control delay along E. Rodriguez Avenue is

36.824 while in Sto. Nino Street, L. Sumulong Memorial Circle (A) and L.
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Sumulong Memorial Circle (B) is 8.910 sec/veh, 9 sec/veh and 9 sec/veh

respectively.

These findings imply that the level of service of Liwasang Jose N. Lico

Park based on the proposed scheme (2) is better than the existing level of

service. The level of service of all legs increases from almost 4 sec/veh. up to 19

sec/veh. It shows that scheme (2) has a great improvement in terms of average

control delay and level of service.

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Chapter 4

SUMMARY OF DESIGN RESULTS, CONCLUSION AND

RECOMMENDATIONS

This chapter presents a 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 for

traffic congestion is the lack of knowledge about the roundabout, the

inconsistency of the number of lanes per leg, and the huge volume of the

vehicles passing the area.

As for Scheme 1, due to the dominance of the tricycle to the huge volume

of vehicles, converting normal tricycle into E-tricycle has a big difference in terms

of improving the average control delay. This scheme minimizes the traffic
 25

congestion and might help the road users to pass the roundabout better than the

existing experience.

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

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

C, A, A, and D, respectively. However

Conclusions

As the number of vehicles increases, the roads are being used more often

which may result in traffic congestion. Due to these instances, the researchers

come up with a proposed traffic scheme that will help to improve the flow of the

roundabout and minimize the congestion on Liwasang Jose N. Lico Park. There

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

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

the findings, scheme 1 is the best scheme to apply even though the scheme 2

reduces more average control delay, it is not appropriate to implement due to

social problem. E-Tricycle can help reduce the volume of vehicles passing

through the roundabout and also an eco-friendly type of vehicle.

Recommendations

Based on the findings of the study, these recommendations for future

researchers were offered.

1. Rerouting.

2. Road widening.

3. Implementation of a total ban for tricycle on the national road.