ABSTRACT

This proposal goes for the conceivable answer to alleviate the slower
speeds, longer excursion times and vehicular queueing of road users going at
Nicanor Reyes Sr. St. corner C.M. Recto Road crossing point particularly during
peak hours. In this paper, the researchers likewise broke down the variables
that establishes to traffic clog which incorporates the absence of traffic control
framework, absence of pedestrian lanes, absence of legitimate street
signages, uncontrolled people on pedestrian lanes that are crossing the
intersection and develop of traffic bottleneck due to the improper loading and
unloading stations which leads to traffic congestion. Various calculations are
conducted in the intersection such as getting the analysis flow rates, adjusting
the saturation flow rate, determining cycle length, allocating green time,
calculation of change, clearance intervals, designing the pedestrian crossing
time, analyzing the flow rates and adjusting the saturation flow rate. Possible
solution for the existing problem at the intersection is by updating traffic light
system (timing plan) which can provide the safety for the pedestrian and
vehicles and it is more efficient for minimizing the traffic congestion in the
intersection.
The main purpose of this study is to improve the quality of the
materials in the specific road that the researcher observing Specially, this
study aimed to:
1. Observe the quality of traffic in the said specific road.
2. Conduct a manual counting of vehicle passing to gather data.
3. Compute the various computations.

2
KEYWORDS:

Pedestrian Crossing Time – integrate a countdown timer, showing how

many seconds are remaining for the clearing phase

Peak-Hour Volume – is the volume of traffic that uses the approach, lane,
or lane group in question during the hour of the day that observes the highest
traffic volumes for that intersection.

Timing-Plan – is the process of planning and exercising conscious control of

time spent on specific activities, especially to increase effectiveness, efficiency
or productivity.

Intersection Countess – is a count of vehicular or pedestrian traffic, which

is conducted along a particular road, path, or intersection. A traffic count is
commonly undertaken either automatically (with the installation of a
temporary or permanent electronic traffic recording device), or manually by
observers who visually count and the record traffic on a hand-held electronic
device or tally sheet.

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 TABLE OF CONTENTS

BACKGROUND OF STUDY 5

STATEMENTOF THE PROBLEM 6-7

PROPOSED SOLUTION 8

METHODOLOGY 9 - 17

RESULTS AND DISCUSSION 18

RECOMMENDATION 19-20

BIBLIOGRAPHY 21

ACKNOWLEDGEMENT 22

4
I. BACKGROUND OF STUDY

For urban area, a systematic and an updated signal timing plays

a very critical role in its major thorough ways especially at
intersections during peak hours. For the selected location of this study
(Nicanor Reyes St. corner C.M. Recto Ave.), the fundamental objective
is to develop updated traffic signal phasing and timing plan to
minimize the severity of the existing condition of traffic and potential
conflicts between pedestrians and turning vehicles. The mere facts
that this area is in the so-called “University Belt” and the city at
central business area, one’s wish to travel via smooth traffic flow
remains heavily interrupted

To address this compelling problem, basic concepts in

Transportation Engineering are considered. The researchers determine
the Peak Hour Volume, which is the maximum number of vehicles that
pass a certain analysis. Intersection counts were also done. This is a
count of vehicular turning movements and classification at an
intersection. The gathered data is used to develop signalized
intersections and for geometric design improvements.

Furthermore, flow ratios were also determined to estimate the

necessary adjustments for the existing timing system for the group to
assess the proposed timing plan.

5
II. STATEMENT OF PROBLEM

Traffic congestion is one of many serious problems in our country. The

intersection of Nicanor Reyes and Recto lane along Manila is a major
road that gives access to various establishments such as markets,
malls, universities and etc. But on the given specific area the traffic
congestion is most likely to occur due to multifarious factor that builds
up traffic jam, particularly unorganized traffic management system.
That being said here are some factors that causes traffic congestion on
the given intersection:

• Lack of Traffic and Warning Sign

• Absence of Traffic Enforcers occasionally during peak hours
• Disproportionate number of vehicles during peak hours
• Uncontrolled pedestrian crossing
• Not localize loading and unloading station

Due to the build-up of traffic congestion, the traffic control is under

developed wherein the vehicular accidents are increasing and the
process of changing direction passing the intersection are not easy
resulting to heavy traffic during peak or rush hour.

Fig. 1: The lack of Traffic Enforcers at the Intersection.

6
Fig. 2: The uncontrolled Pedestrian Lanes at the Intersection.

7
 III. PROPOSED SOLUTION

Our group proposed three possible solutions in order to minimize

traffic congestion along the Nicanor Reyes and Recto lane.

1. The first proposed solution is to update traffic signal phasing and

timing plan. Updated Signal lights will help minimize the severity of
existing condition of traffic. This is the best option among the three,
taking in consideration it’s budget and dispensable manpower.

2. Employ a traffic enforcer on the mentioned intersection during peak

hours. It translates to the lowest budget but there will be a
necessity of man power which is quite out of the standards of
today’s vision to the world.

3. Place proper loading and unloading stations for the passengers. One
of the main causes of traffic congestion in the intersection is the
improper loading and unloading of the public utility vehicles
(PUV’S).

8
 IV. METHODOLOGY

In order to gather the data from the intersections, we have visited the
intersection during peak hour (2:00PM) and perform volume count survey
for one hour. The results of vehicles and people crossing the pedestrian lane
ONLY during that hour was based on the information and data below.
Gathering data and counting survey was needed to determine and prove
that there is a need in improving the traffic light system at this particular
intersection to ease the flow of cars and pedestrians. Therefore, we have
calculated the amount of arrangements necessary using the data below:

Fig. 3: Road Design

9
 Fig. 4: Volume count survey result at the intersection

Where:
NB - Northbound
SB - Southbound
WB – Westbound

Checking if protected Left-turn Phase is needed

The use of protected left-turn is warranted if the following product exceeds:

- 50,000 for one opposing lane
- 90,000 for two opposing lanes
- 110,000 for three or more opposing lanes

L(T+R)

(1) For NB and SB (3 opposing lane)

NB: 180(856 + 82) = 168840

SB: 0(1134 + 0) = 0
Therefore, protected left-turn phase IS required for NB and NOT required for
SB.

(2) For WB (1 opposing lane)

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 WB: 0(0+260) = 0

Therefore, protected left-turn is NOT required for WB

Lane Grouping.

NB:
EXC LT
TH

SB: TH + RT

WB: LT + RT

PHASE I PHASE II PHASE III PHASE IV

11
 Determination of Saturation Flow Rate

Phase 1
SB (Left Turn):

Trial 1 2 3 4 5 AVERAGE
t (10) 48.5 48.6 48.8 47.9 48.9 48.14
Sec.

𝐷𝑖𝑓𝑓 = 48.14 − 0 = 48.14 𝑠𝑒𝑐

48.14
ℎ= = 8.02 𝑠𝑒𝑐
6

3600 𝑣𝑒ℎ
𝑆= = 500(2) = 1,000
68.02 ℎ

Phase 2
NB (TH+RT):

Trial 1 2 3 4 5 AVERAGE
t (4) 11.4 10.2 11.6 10.4 10.6 10.84
Sec.
t (10) 20.6 19.4 20.1 19.3 20.7 20.02
Sec.

𝐷𝑖𝑓𝑓 = 20.02 − 10.84 = 9.18 𝑠𝑒𝑐

9.18
ℎ= = 1.53 𝑠𝑒𝑐
6

3600 𝑣𝑒ℎ 𝑣𝑒ℎ

𝑆= = 2,352(2) = 4,705.89 @ 4,710
1.53 ℎ ℎ

12
Phase 3
SB (TH):

Trial 1 2 3 4 5 AVERAGE
t (4) 10.6 11.5 11.3 10.4 11.1 10.98
Sec.
t (10) 20.3 19.4 21.3 19.8 22.3 20.62
Sec.

𝐷𝑖𝑓𝑓 = 20.62 − 10.92 = 9.7 𝑠𝑒𝑐

9.7
ℎ= = 1.62 𝑠𝑒𝑐
6

3600 𝑣𝑒ℎ 𝑣𝑒ℎ

𝑆= = 2,226.80(2) = 4,453.61 @ 4,500
1.62 ℎ ℎ

Phase 4
WB (RT and LT):

Trial 1 2 3 4 5 AVERAGE
t (4) 10.9 11.4 11.1 10.8 11.3 11.1 Sec.
t (10) 48.5 47.9 48.7 48.6 47.8 48.3 Sec.

𝐷𝑖𝑓𝑓 = 48.3 − 11.1 = 37.2 𝑠𝑒𝑐

9.7
ℎ= = 1.62 𝑠𝑒𝑐
6

3600 𝑣𝑒ℎ 𝑣𝑒ℎ

𝑆= = 2,226.80(2) = 4,453.61 @ 4,500
1.62 ℎ ℎ

;<.=
h= >
= 6.2 𝑠𝑒𝑐
;>?? @AB @AB
s= >.=
= 580.64(2) = 1,161.29 BC
= 1,150 BC

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SATUATION FLOW RATE

Phase 1 Phase 2 Phase 3 Phase 4

SB L: 1000 NB T/R: 4710 SB T: 4500 WB R/L: 1150

Determining critical lane groups and total cycle lost time

Phase 1
@ EF?
SB: S = 1000 D
= E??? = 0.18
Phase 2
@ EE;G
NB T: S = 4710 D
= G<E? = 0.240
NB R: S = 4710
@ F=
Phase 3 D
= G<E? = 0.017
SB T: 2100
@ FH>
Phase 4 D
= GH?? = 0.190
WB L: S = 1150
@ ;=?
WB R: S = 1150 D
= EEH? = 0.278

@ =>?
D
= EEH? = 0.226

Yc = 0.18 + 0.240 + 0.190 + 0.278 = 0.81

Lost time
tL = 2 + 1 + 1 =4
L = 4(4) = 16 secs

Calculate Cycle Length

(I)(JK)
Cmin = JKLMK

E>(E.?)
=E.?L?.FE

= 84.21 sec = 85 sec

E.H(N)OH
Copt = E.?LMK

14
 E.H(E>)OH
= E.?L?.FE

=152.63 sec = 160 sec

Xc = 1.0, C = 84.21
Xc = ?, C = 85
Xc = 0.997
FH
G1 = 0.18 (?.PP<)

= 14.34 = 14 sec
FH
G2= 0.240 (?.PP<)

= 19.25 = 19 sec
FH
G3= 0.190 (?.PP<)

= 15.25 = 15 sec
FH
G4= 0.278 (?.PP<)

= 21.43 = 21
G = 14 + 19 + 15 +21 = 69
C=g+L
L = 85 – 69 = 16 (revision)

Calculate the change and clearance intervals

Phase 1

Y = 3 sec
AR= 4 sec

Phase 2

S.TUUVW
(;?QRB)( )
Y= 1 + =(E?)
X
= 2.36 ≈ 3 𝑠𝑒𝑐

=GZ[O=?Z[
AR = S.TUUVW = 1.61 sec ≈ 2 𝑠𝑒𝑐
(;?QRB)\ ]
X

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 Phase 3

S.TUUVW
(;?QRB ( )
Y=1+ =(E?)
X
= 2.36 ≈ 3 𝑠𝑒𝑐

=GZ[O =?Z[
AR = S.TUUVW = 1.61 ≈ 2 𝑠𝑒𝑐
(;?QRB)( )
X

Phase 4

S.TUU
(;?QRB)( )
Y=1 =(E?)
X
= 2.36 ≈ 3 𝑠𝑒𝑐

<=Z[O=?Z[
AR = S.TUUVW = 3.37 sec ≈ 4
(;?QRB)( )
X

Check pedestrian crossing time

Nped = 30
WE =8ft
I
Gp = 3.2 + \aR] + (0.27 𝑁𝑝𝑒𝑑)

NB to SB
fgVW
h.iVW
Gp1 = 3.2 + ( DAK ) + j0.27(30)k = 18.15 sec ≈ 18 𝑠𝑒𝑐

EB to WB

mfVW
h.iVW
Gp2 = 3.2 +l DAK n + j0.27(30)k = 31.87 ≈ 32 𝑠𝑒𝑐

16
Summary

Phase 1 Phase 2 Phase 3 Phase 4

G 14 G 19 G 15 G 21
Y 3 Y 3 Y 3 Y 3
AR 4 AR 2 AR 2 AR 2
Ge 7 Ge 14 Ge 10 Ge 14
Gv 18 Gv 32 Gv 18 Gv 32

Gc = g – Y – AR

Phase G Y AR R

1 18 3 4 32+3+18+3+32+3+12=103
2 32 3 2 18(2)+3(2)+32+3+12=89

3 18 3 2 18+3+32(2)+3(2)+12=103
4 32 3 4 18(2)+3(2)+32+3+12=89

TOTAL 100 12 12

C = 100 + 12 + 4 + 4(4) = 132

Cmin < 132 < Cop

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 V. RESULTS AND DISCUSSION

Phase 4 85 32 3 4

Phase 3 62 18 3 41

Phase 2 25 32 3 64

Phase 1 18 3 103 0

Chart 1: The Summary computation for very phase

The results from the computation follows: Based on the graph we can
now discuss how the flow of the traffic control system will. From the given
data, we appointed our data to the northbound, southbound, eastbound and
westbound.

Left turn phasing is required for the northbound based on the

computation while the northbound and westbound are not required to have
the left turn phasing due to the low volume of vehicles that turn left.

We assigned lane groupings for the phases to avoid confusion. We

computed for the saturation flow rate which is the valuable data in the
computation. We also compute for the critical lane groups and total lost time
in the cycle, followed by computing the cycle length, and then the allocated
green time. Lastly, we calculated the change and clearance intervals,
pedestrian crossing time in the intersection and the project cost estimate.

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 V. RECOMMENDATION

From the proposed solution and the data we gathered, our group
recommends following the first and third proposed solutions. Starting on the
updated traffic signal phasing and timing provided above, and also to
implement restrictions on loading and unloading areas around the
intersection.

This is the safest and most efficient method to managing both

pedestrian and road vehicle traffic which are our top concerns in our study.

Fig. 5: Road traffic.

As shown in the picture above, the intersection appears to have public

utility vehicles using the intersection carelessly while pedestrians are
disregarding road safety by jaywalking. Through the help of the updated
traffic control system and with proper implementation, it will reduce traffic
congestion around the intersection of Nicanor Reyes St. and Recto Ave.

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PROJECT COST ESTIMATION

Three key components to estimate the costs of traffic signal operations:

1. Appropriate traffic signal hardware
2. Routine traffic signal timing updates; and
3. Maintenance performed by well-trained technicians

Hardware:
Each year 1 out of 10 of the controllers are replaced (there are mainly 10
controllers in one traffic signal hardware)
Cost P500,000.00 per year

Timing Updates:
Signal retiming interval is every four years
P156,000.00 per signal
Cost is roughly P39,000.00 per year

Maintenance :
P2,500,000.00 per technician per year

Grand total cost for signal timing per year = P3.039 million
The National traffic Signal Report Card: Technical report developed by the
National Transportation Operations Coalitions (NTOC).

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 BIBLIOGRAPHY

A. BOOKS
Pande, A., & Wolshon, P. B. (2016). Traffic engineering handbook.
Hoboken, NJ: Wiley.

Manual on uniform traffic control devices: For streets and highways.

(1988). Washington, D.C.: United States Department of
Transportation, Federal Highway Administration.

Traffic engineering handbook. (2009). Washington, D.C.: Institute of

Transportation Engineers.

B. Journals

Wen, W. (2008). A dynamic and automatic traffic light control expert

system for solving the road congestion problem. Expert Systems with
Applications,34(4), 2370-2381. doi:10.1016/j.eswa.2007.03.007

Osigbemeh, M., Onuu, M., & Asaolu, O. (2017). Design and

development of an improved traffic light control system using hybrid
lighting system. Journal of Traffic and Transportation Engineering
(English Edition),4(1), 88-95. doi:10.1016/j.jtte.2016.06.001

Preface for the special issue on “Driver behavior, highway capacity and
transportation resilience”. (2017). Journal of Traffic and Transportation
Engineering (English Edition),4(1), 1-2.
doi:10.1016/j.jtte.2017.01.002

21
 ACKNOWLEDGEMENT

The researchers would like to express their deepest gratitude to the

people who have extended their support for the success of the study.

We are extremely thankful to our professor for his valuable guidance

and support for the completion of this study.

We would also like to express our gratitude towards our family for their
moral and economic support that helped us complete this study.

Most of all, for the wisdom He bestowed on us, strength, peace of

mind, and good health, we want to offer this effort to our God to finish this
research

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