CHAPTER ONE

The Problem and Its Setting

1.1 Introduction
The rapid urbanization and motorization in developing countries such as
Philippines has resulted into traffic congestion especially in the urban areas. Traffic
congestion is a state wherein the supply does not meet the demand because of some
factors that will lessen the mobility of the road. Cagayan de Oro City has been
experiencing traffic congestion almost every critical intersection in the city during peak
hours (7:30 am - 8:30 am, 11:30 am - 12:30 pm, and 4:30 pm - 5:30 pm) since students,
workers, and almost all commuters travel by vehicular means in this span of time. As a
response, the city government’s operation “Hapsay Dalan” was now slowly
implementing in some areas in the city particularly the Divisoria, which is the heart of
the city. Another critical point in the city wherein traffic congestion occurs is in Cogon
market, which is the center of trade of goods and services in the city. In such area, to be
able to have efficient and sustainable movement of people and goods, proper
mobilization is a must. This study seeks to evaluate the recent condition of the cogon
market.

1.2 Theoretical Framework

Figure 1.1.1 Theoretical Framework

Legend:
Demand
Capacity
Capacity meets Demand

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 Figure 1.1.2 Theoretical Framework

The theoretical framework of the study (figure 1.1.1 & figure 1.1.2) initially shows
that the capacity of the road meets the demand but due to the allocation of on-street
parking facilities and pedestrian which reduces the capacity of the road, the capacity
then does not meet the demand. This in turn will affect the level of service of the road.

The framework was partially patterned from the 2000 Highway Capacity Manual
(Part 1 Capacity and Level of Service concepts, 2-2.). The framework presents methods
for analyzing capacity and level of service of transportation facilities and provides the
researchers a systematic and consistent basis for assessing the capacity and level of
service for elements of the transportation system.
Figure 1.2 Mind map

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1.2.1 Level of Service Analysis
Determination of total delay:
n
15
D=∑ Li( )
i=1 3600
where:
D = total delay (veh-hrs)
Li= queue length observed in time interval i
n = number of 15-second intervals in an hour (3600/15)

Determination of average total delay:

D ( 3600)
d=
V
where:
d = average total delay (sec/veh)
D = total delay (veh-hrs)
V = traffic volume (veh/hr)

1.2.2 On-street parking analysis

Determination of demand:
N
D=∑ ( ni t i )
i=1

where:
D = space vehicle hours demand for a specific period of time
N = number of classes of parking duration ranges
t i = midparking duration of the ith class
ni = number of vehicles parked for the ith duration range
Determination of supply:
N
S=f ∑ (t i )
i=1

where:
S = practical number of space-hours of supply for a specific period of time
N = number of parking spaces available

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 ti= total length of time in hours when the ith space can be legally parked on
during the specific period
f = efficiency factor

1.2.3 Walkability on pedestrian facilities

Parameter rating:
∑ (X∗L∗10∗P)
R= T
10
where:
R = parameter rating
X = LOS measurement on a scale of 1 to 5
L = length of surveyed stretch (km)
P = pedestrian count
T = total number of surveyed stretch

1.3 Statement of the Problem

Intersections are the most critical elements in a transportation system. Its main
function is to facilitate the transfer of vehicles from one route to another efficiently by
minimizing delay. In the transfer maneuver, vehicles may either merge or cross the
paths of the conflicting traffic stream.

Traffic congestion along the unsignalized intersections of Yacapin - Capt.

Chavez, Yacapin – Osmeña, JR Borja – Osmeña and JR Borja – Capt. Chavez around
Cogon market has always been a burden to people entering the said area.

1.4 Objectives:
I. To assess the congestion level of unsignalized intersections in Cogon market. It
involves:
i. To assess morning and afternoon Level of Service (LOS)
ii. To assess the effect of on-street parking
iii. To assess the walkability of pedestrian facilities
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 iv. To design parking and pedestrian facilities

1.5 Significance of the study

This study will provide analysis on information regarding the present traffic
characteristics in Cogon Market. The results of the study may also prove to be
significant to the Cagayan de Oro City government for the evaluation of present traffic
characteristics in terms of level of service. The study may also be important for further
researches in the same field and be used as a reference on areas not tackled by this
research.

1.6 Scope and Limitation

The research shall be limited to the study area around Cogon Market (figure 3.2),
which includes four unsignalized intersections namely Yacapin – Capt. Chavez, Yacapin
– Osmeña, JR Borja – Osmeña, and JR Borja – Capt. Chavez. The focus of this
research is on the determination of present traffic characteristics around the area: levels
of service at an intersection. The study is also concerned with the present pedestrian
and parking facilities around the area that interrupt traffic flow.

1.7 Definition of Terms

Capacity roadway characteristic which is the maximum rate at which
vehicles can traverse a point or short segment during a
specified time period
Headway the average interval of time between vehicles moving in the
same direction on the same route
Intersection area shared by two or more roads which is designated for the
vehicles to turn to different directions to reach their desired
destination
Level of Service a qualitative measure describing operational conditions within
a traffic stream and their perception by motorists or
passengers

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Park brings (a vehicle that one is driving) to a halt and leave it
temporarily, typically in a parking lot or by the side of the road
Parking accumulation is the number of parked vehicles in a study area at any
specified time. These data can be plotted as a curve of
parking accumulation against time, which shows the variation
of the parking accumulation during the day
Parking duration is the length of time a vehicle is parked at a parking bay.
When the parking duration is given as an average, it gives an
indication of how frequently a parking space becomes
available
Parking load is the area under the accumulation curve between two
specific times. It is usually given as the number of space –
hours used during the specified period of time
Parking turnover is the rate of use of a parking space. It is obtained by dividing
the parking volume for a specified period by the number of
parking spaces
Parking volume is the total number of vehicles that park in a study area during
a specific length of time, usually a day
Queue a line or sequence of people or vehicles awaiting their turn to
be attended to or to proceed
Space – Hour a unit of parking that defines the use of a single parking
space for a period of 1 hour
Traffic vehicles moving on a road or public highway
Traffic Congestion a condition on road networks that occurs as use increases,
and is characterized by slower speeds, longer trip times, and
increased vehicular queuing; the most common example is
the physical use of roads by vehicles, when traffic demand is
great enough that the interaction between vehicles slows the
speed of the traffic stream, this results in some congestion
Traffic Volume the number of vehicles passes a point on a highway facility
during a specified time period

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Travel Time Index a dimensionless quantity that compares travel conditions
during the peak hours to travel conditions during a free-flow
or posted speed limit conditions
Vehicle classification the vehicle composition of a specific traffic volume
Walkability a term used to describe and measure the connectivity and
quality of walkways, footpaths, or sidewalks in cities

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 CHAPTER TWO
Review of Related Literature and Studies

2.1 Background of Cagayan de Oro City

Cagayan de Oro is located along the central cost of Northern Mindanao region. It
has the total land area of 488.86 km 2 representing 13.9 percent of the entire Misamis
Oriental province. The city is frequently categorized and referenced according to
geographic factors: 1st districts (west area) are consisting of 24 barangays which mostly
are suburban, and 2nd district (east area) are consist of 17 barangays, including city
proper barangays from 1 to 40.

Year Population Household According to

2010 Census 1990-1995 (4.45%) (5.72%) of Population
of the 1990 339,598 62,511 Philippines,
the city has 1991 354,710 66,087 been
estimated 1992 370,495 69,867 population of
602,088 1993 386,982 73,863 making it the
10th most 1994 404,202 78,088 populous city
in the 1995 426,489 84,085 Philippines.
2000 461,877 93,525
*2001 *469,406 *95,050 Cagayan de
2002 477,057 96,600
Oro City, connected to
2003 484,833 98,174
five other regions in
2004 492,736 99,774
Mindanao with a good
2005 500,767 101,401
network of highways, is
2006 508,930 103,054
the strategic gateway to
2007 517,22 104,733
the rest of Mindanao. It
2008 525,656 106,440
has a total 2009 road network
534,224 108,175
of 406.87941 2010 602,088 109,939 kilometers
consisting as Table 2.1 National Statistics Office-Project Evaluation Division, follows:
gravel - CPDO (*2000-2010 – Projected Population and Household) 259.3291

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kilometers (63.74%); asphalt-paved - 29.47925 kilometers (7.25%), and concrete -
106.74155 kilometers (26.23%), earth - 11.32951 kilometers (2.78 %). There are 97
bridges with an aggregate length of 2,029.68 lineal meters. Bridge length ranges from 9
to 398.75 lineal meters. Travel by land takes 40 hours from Manila via Surigao City, and
9 hours from Davao City via Butuan City. The City, being a primary regional center is a
major public transport center. Land Transportation services are provided by several bus
companies with plying routes to and from Bukidnon, Davao, Butuan, Iligan, Zamboanga,
and Manila. Other services are facilitated by cargo trucks/vans, and several types of
light vehicles for hire which serve the entire island of Mindanao. The proliferation of cars
brings about sweeping traffic congestion. Roads and bridges (the steel bridge and the
RCDG bridge across Cagayan River) capacity have become inadequate. In 1999,
registered vehicles numbered 35,166. This gives an average road density of 8 motor
vehicles per kilometer. Registration of motor vehicles has declined by (5.65%) in 2001.
The day to day management of traffic is handled by the Road and Traffic Administration
(formerly named Traffic Management and Enforcement Bureau (TMEB). The RTA has
deputized 200 traffic enforcers on contractual basis. Some thirty two (32) PNP
personnel are fielded to supplement traffic management.

2.1.1 Cogon Market of Cagayan de Oro City

Covering four blocks, Cogon is the city’s biggest public market. Almost all public
utility transportation either passes through or converges near the market. Built in 2004
under a build-operate-transfer scheme, the three-story Cogon Public Market has four
escalators, an elevator, and blowers for proper ventilation. The previous administration
bought the market for P250 million, but it turned out to be the opposite. Outside, chaos
rules the street as vendors set up makeshift stalls to display and sell their wares. Thus,
the city government leased half of the second floor and the entire third floor to Unitop
Corp. (Montalban, A. January, 2002. Retrieved from
http://heritage.elizaga.net/history/page2.html).

2.2 Traffic Congestion

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 Traffic congestion is an unpreventable situation especially in large and growing
cities. Traffic congestion occurs when a volume of traffic generates demand for space
greater than the available road capacity; this state is also known as saturation. But the
main reason why traffic congestion takes place, it is because of urbanization. One factor
that will bring to urbanization is the rapid growth of population resulting to an increase of
demand of cars annually. Another factor should be considered is the increase in the
number of trucks and commercial vehicle since there is a massive development in
infrastructures in highly civilized cities (Litman, 2010).

In the recent years, Philippines experienced rapid urbanization and

industrialization along with rapid population growth that resulted to a sudden increase of
the number of vehicles. Simultaneously, the present roads and traffic systems were
ineffective for such a heavy vehicular load, leading to heavy traffic congestion at busy
intersections in some areas of the city. This problem is obviously visible in areas where
large commercial industries. These factors collectively lead to heavy traffic congestion
which results to a slow traffic flow and making the level of service of a road lower than
the require space generated by the volume of traffic (Neha et, al., 2010).

2.2.1 Level of Service (LOS)

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 Table 2.2 Congestion Study Result (Bertini, 2006)

A Level of Service (LOS) is a designation letter that describes a range of

operating conditions on a particular type of facility. The 2004 Highway Capacity Manual
defines LOS as the “qualitative measures that characterize operational conditions within
a traffic stream and their perception by motorists and passengers.”

Typical LOS measures include volume/capacity, density, delay, number of stops,

among others. Most responses included a time component— travel time, speed, cycle
failure and LOS are all related to the fact that users experience additional travel time
due to congestion. Some definitions of congestion rely on point measures (e.g., volume
and time mean speed) and some rely on spatial measures i.e., travel time, density and
space mean speed (Bertini, 2006).

2.2.2 Traffic Volume

Traffic volume studies are conducted to determine the number, movements, and
classifications of roadway vehicles at a given location. These data can help identify
critical flow time periods, determine the influence of large vehicles or pedestrians on
vehicular traffic flow, or document traffic volume trends. The length of the sampling
period depends on the type of count being taken and the intended use of the data
recorded. For example, an intersection count may be conducted during the peak flow
period. If so, manual count with 15-minute intervals could be used to obtain the traffic
volume data.

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 In a research article by Donnges et. al., (2007), two methods are available for
conducting traffic volume counts: manual and automatic. Manual counts are typically
used to gather data for determination of vehicle classification, turning movements,
direction of travel, pedestrian movements, or vehicle occupancy. Automatic counts are
typically used to gather data for determination of vehicle hourly patterns, daily or
seasonal variations and growth trends, or annual traffic estimates. The selection of
study method should be determined using the count period. The count period should be
representative of the time of day, day of month, and month of year for the study area.
For example, counts at a summer resort would not be taken in January. The count
period should avoid special event or compromising weather conditions (Currin, 2001).
Count periods may range from 5 minutes to 1 year. Typical count periods are 15
minutes or 2 hours for peak periods, 4 hours for morning and afternoon peaks, 6 hours
for morning, midday, and afternoon peaks, and 12 hours for daytime periods (Vasirani &
Ossowski, 2004). For example, if you were conducting a 2-hour peak period count, eight
15-minute counts would be required.

2.2.3 Vehicle Classification

Table 2.3 PCEF and PCU Calculation

Vehicle classification refers to the vehicle compositon of a specific traffic volume.

Although there are various classification approaches available to various institutions, the
responsible for it may use whichever method is deemed appropriate and applicable for
the purpose at hand, depending on the data required.

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 Passenger Car Equivalent refers to assess traffic-flow rate on a highway. It is
essentially the impact that a mode of transport has on traffic variables (such as
headway, speed, density) compared to a single car.

2.3 On street Parking

Table 2.4 On-street parking: Chaotic/disruptive vs Saturation of on-street parking

A small number of vehicles parking in the streets can take most of the space and
cause a great deal of trouble if: (1) they do so on streets with heavy traffic, (2) they park
in ways that are especially disruptive, and (3) if they park for a long period, such as the
whole working day (Button, 2006). Furthermore, street parking crises are often localized
in high-profile commercial areas or streets. The fact that on-street parking problems are

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not necessarily a result of large numbers of parking events is another reason that they
cannot necessarily be solved by providing abundant off-street parking. Despite the fact
that parking in streets is rarely a large proportion of parking in Asian cities, improved
management of this segment of the parking scene may well be an indispensible key to
parking policy overall. International experience and successes in some of the Asian
cities demonstrate that it is possible to manage their on-street parking effectively.

2.4 National Studies on Traffic Congestion

In a conducted research by Associate professors Regidor & Tiglao (2009) on
Alternative Solutions to Traffic Problems: Metro Manila in Retrospect; they present and
discuss selected transport and traffic schemes implemented in Metro Manila in which
they provide a quantitative assessment of the selected schemes. They also discuss the
applicability and transferability of such schemes in other cities or towns experiencing
similar transport and traffic problems. Their paper focused on three main parts which
have been perceived as the most effective in reducing the traffic congestion in Manila.
These are the Unified Vehicular Volume Reduction Program (UVVRP), the Truck Ban
and the U-turn Scheme.

The concept of the UVVRP or the “number coding” scheme started in 1995 when
the MMDA Regulation No. 95-001 otherwise known as the “Odd-Even Scheme” was
issued (Vasirani & Ossowski, 2004). The scheme bans private vehicles with less than
three (3) occupants from plying restricted thoroughfares during AM and PM peak
periods on particular days. Specifically, low occupancy private vehicles with license
plates ending in odd numbers are banned on Tuesdays, Thursdays and Saturdays,
while those with license plates ending in even numbers are banned on Mondays,
Wednesdays and Fridays. Peak period is defined to be between 7:00 AM to 9:00 AM
and 5:00 PM to 7:00 PM. The penalty was set at P 300 per offense. Exempted from this
regulation are public transport vehicles, emergency vehicles, police and military
vehicles, school buses, diplomatic vehicles and official media vehicles.

References:

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Bertini, A. H. (2006). International Approaches to Tackling Transport Congestion: Paper
2 (Final): Parking Restraint Measures A5022/WP/WP2. Victorian Competition
and Efficiency Commission, April.
Button, K. (2006). The political economy of parking charges in "first" and "second-best"
worlds. Transport Policy 13, no. 6 (November): 470–478.
Currin, T. (2001). Introduction to Traffic Engineering (2nd ed). United States, Global
Engineering: Christopher M.Shortt.
Donnges, C., Edmonds, G., & Johannessen, B. (2007). Rural Road Maintenance -
Sustaining the Benefits of Improved Access.
Garber, N., & Hoel, L. (2012). Traffic and Highway Engineering (4th ed)., Philippines,
Cengage Learning Asia Pte Ltd.
Litman, T. (2010). Smarter Congestion Relief In Asian Cities: Win-Win Solutions to
Urban Transport Problems.
Mannering, F., & Washburn, S. (2013). Principles of Highway Engineering and Traffic
Analysis (5th ed). Singapore, John Wiley & Sons Singapore Pte. Ltd.
Neha, B., Sushil, P., & Saishav, P. (2010). Traffic Congestion And Fuel Wastage Due
To Idling Vehicles At Crossroads.
Regidor, J.R.F., and Felias, H.A., Jr. (2003) ‘Impact Assessment of Infrastructure
Projects in Metro Manila Using Micro-Simulation Tools,’ Journal of the Eastern
Asia Society for Transportation Studies, Vol. 5, pp. 1075-1085.
Regidor, J.R.F., & Tiglao, R.V.R. (2003). Assessment of Traffic Impact Components
in a Typical Environmental Impact Study (EIS) in the Philippines, Proceedings of
the Symposium on Environmental Issues Related to Infrastructure Development,
Japan Society for the Promotion of Science, Core University Program on
Environmental Engineering Symposium, 145-156, August 2003.
Regidor, J.R.F. (2004). Public Participation in the Traffic Impact Assessment Process,
Proceedings of the Joint Seminar on Sustainable Urban Transport System,
Japan Society of Civil Engineers, Philippine Institute of Civil Engineers and the
U.P. National Center for Transportation Studies, Dusit Hotel, Makati City,
Philippines, 65-69, November 2004.

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Vasirani, M., & Ossowski, S. (2004). A Market-Inspired Approach for Intersection
Management in Urban Road Traffic Networks.

CHAPTER THREE
Method of Investigation

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3.1 Research Design
Figure 3.1 Research Design

This project study presents a traffic congestion analysis of selected intersections

within Cogon Market area. It provides a quantitative assessment of these selected
schemes. This study also provide an assessment on parking facilities and walkability of
pedestrian facilities on the said area.

3.2 Research Locale

The researchers will evaluate 4 intersections Yacapin - Capt. Chavez, Yacapin –
Osmeña, JR Borja – Osmeña, and JR Borja – Capt. Chavez intersection. The criteria for
the selection are: heavy traffic occurs in intersections, on-street parking is present (legal
and illegal parking), and pedestrians that are interrupting traffic flow.

Figure 3.2 Study area. Source: Map Image from Wikimapia.org (Updated 2013)

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3.3 Instrumentation
Digital camera will be used to record the traffic in the intersections and survey
sheets will be used for parking and walkability survey. Measuring tape will also be used
to determine the dimensions of the parking spaces and lengths of surveyed stretch in
the area.

3.4 Data Gathering Procedure

The field survey for the determination of LOS at unsignalized intersections will be
conducted during morning peak hour (7:30 am – 8:30 am), noon time (11:30 am – 12:30
pm) and afternoon peak hour (4:30 pm – 5:30 pm) Monday to Saturday, since it is
assumed that high volume of traffic is present at these spans of time. A digital camera
will be used to record the traffic in the intersections. Through this, traffic volume count,
vehicle classification and queue length will be quantified by the surveyors in order to
determine the level of service. Repetition will also be made to obtain minimal error.

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 For parking survey, parking spaces will be measured to know its capacity and
then, it will be divided equally depending on the kind of parking (perpendicular, diagonal
or parallel). Plate numbers of the parked vehicles (legally or illegally parked) in the
parking spaces will be tallied in the data sheet for different time intervals. It will then be
analyzed to know the duration of each parked vehicle utilizing the legal and illegal
parking spaces. Then, the researchers will know the capacity and demand of the
parking spaces present in the study area.

For the walkability of pedestrian facilities, surveyors will conduct pedestrian count
for 15 minutes for each surveyed stretch. LOS measurement will also be rated by the
surveyor on a scale of 1 to 5 (5 being the highest). The length and total number of
surveyed stretch will also be determined; all of these are needed to know the parameter
rating.

CHAPTER FOUR
Expected Outputs
4.1 Traffic Volume Count

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 Traffic count is a major source for traffic volume data. Traffic counts apply only to
the location and to the time for which they are obtained. To satisfy most traffic volume
production needs, traffic counts must be converted into averages, ratios or proportions.
These statistics are then made available for use on all parts of the highway system for
any period of time by employing the traffic volume route profile concept and time-pattern
relationships. Traffic volume is defined as the number of vehicles that pass a point
along a roadway or traffic lane per unit of time. It is usually a measure of the quantity of
traffic flow. The researchers present its data in a bar chart.

4.2 Level of Service

The road’s level of service (LOS) is a qualitative measurement of the roads
definite situation at a given intersection or a roadway section. It measures the quality of
service of the road. There are several factors that are considered in evaluating a road’s
level of service, this can be of the following: Speed and travel time, traffic
interruptions/restrictions, freedom to travel with desired speed, driver comfort and
convenience, and operating cost. There are six (6) different measures of facilities. Every
level is classified from A to F with LOS A being the best operating conditions and LOS F
as the worst.

Table 4.1 Highway Capacity Manual’s description of the six LOS for an unsignalized intersection (2010)

4.3 Unsignalized Intersections

There are two types of unsignalized intersections, the first type is the two-way
stop-controlled (TWSC) and the other is the all- way stop-controlled (AWSC)

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intersections. The LOS for a TWSC intersection is defined by control delay for each
minor approach and major street left-turn movement rather than the overall intersection.
The LOS for an AWSC intersection is defined by control delay for the intersection as a
whole. The delay range for an unsignalized intersection is different from signalized
intersections primarily because of driver expectation. The driver expectation in a
signalized intersection is designed to carry higher volumes of traffic and therefore higher
levels of delay are acceptable.

Table 4.2 Highway Capacity Manual’s description of the six LOS for an unsignalized intersection (2010)

4.4 Parking Survey Sheet

Figure 4.1 Parking Survey Sheet

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 Data sheet used in parking survey to tally vehicular plate numbers parked on
legal and illegal parking spaces as time varies.

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 CHAPTER FIVE
Project Timetable

5.1 Gantt Chart

The activities that need to be done in the project study are stated in the chart.
Each activity is designated by a letter in which each of it is dependent on its preceding
activity. An activity cannot start unless its preceding activity is done. The chart shows
the activities, duration, budget per activity and the preceding activity of each activity.

Table 5.1 Gantt chart of proposed activities

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