Study on the Applicability of Green Meadows

Avenue in Quezon City as an Alternate Route for

Public Utility Vehicles

by

Jade Martin H. Delay

Jeffrey Royce F. Rejas
Maraya Janika Rita N. Sabariza

A Thesis submitted to the School of Civil, Environmental and Geological Engineering in

Partial Fulfillment of the requirements for the Degree of
Bachelor of Science in Civil Engineering

Mapùa University
January 2019

ACKNOWLEDGEMENT
1
The researchers would like to express their deepest gratitude to the following persons who

unselfishly gave their invaluable assistance towards the realization of this humble piece of

work.

Engr. Roma S. Galang, their adviser, for her supervising of the work and for her invaluable

guidance;

Engr. Geoffrey Cueto, their second adviser, also for his supervising of the work and for his

invaluable guidance throughout the whole period of the research;

Ms. Arianne Espejo Francisco, their statistician, for her consistent guidance and for her

tremendous effort to offer every possible help she can give to finish this paper;

To our family, for always being there from the beginning until the end of the researchers’

students lives, their undying love and support to the researchers is what fueled the group on

completing this research paper.

Foremost, the Divine Providence, for providing the needed physical, emotional and mental

strength, inner drive and sense of direction, purpose in this endeavor, and for whom all the

good things to come.

VIVA MAPUA!

Jade Martin H. Delay

Jeffrey Royce F. Rejas

Maraya Janika Rita N. Sabariza

ABSTRACT
2
 Traffic congestion is one of the major problems concerning the everyday lives of

every Filipino. Ortigas Avenue which is a 15.5 kilometers major road that traverses through

Antipolo Rizal, Pasig City, Quezon City, Mandaluyong City and San Juan City is known to

be one of most congested major road in Metro Manila. On the other hand C-5 Road which is

also a 32.5 kilometers major road that is parallel to EDSA and traverses through Valenzuela

City, Quezon City, Marikina City, Pasig City, Makati City, Taguig City, Parañaque City and

Las Piñas City is also known to be one of the most congested major road in Metro Manila just

like Ortigas Avenue. Since both highways contain a high volume of road users and traffic

congestion is a daily problem, the study focuses on the area where both major roads meet.

There are many factors related to traffic congestion an example of these factors would be

traffic volume and traffic characteristics. This study investigates the traffic characteristics of

the area which will tackle the traffic volume in each intersection in the area according to its

vehicle type, vehicle route and the volume peak hour of the intersections, and if opening an

alternate route for the general public would help alleviate present traffic congestion. In

evaluating the traffic characteristics, this study used statistical treatments by means of

Statistical Analyis, paired sample t-test and multiple linear regression. A traffic simulation

program called Vissim was also used for the evaluation of the traffic characteristics of the

area. By using these methods, the researchers established that traffic characteristics are

significant in the occurrence of traffic congestion and that the presence of an alternate route

for the general public helped alleviate the traffic congestion in the study area. However,

further studies need to be done on other factors, aside from traffic characteristics and traffic

volume, that affects traffic congestion.

Keywords: Traffic Congestion, Traffic Characteristics, Traffic Volume, Ortigas Avenue, C5

Road, Statistical Analysis, Multiple Linear Regression, VISSIM

3
 TABLE OF CONTENTS

CHAPTER 1:INTRODUCTION ........................................................................................ 6

1.1 Statement of the Problem ...................................................................................... 7
1.2 Objectives of the Study .......................................................................................... 8
1.3 Hypothesis .............................................................................................................. 8
1.4 Scope and Limitation of the Study ........................................................................ 8
1.5 Significance of the Study ....................................................................................... 9

CHAPTER 2:REVIEW OF RELATED LITERATURE ............................................. 10

2.1 Traffic Congestion ............................................................................................... 11
2.1.1 General Studies about Traffic Congestion .................................................. 11
2.2 Conceptual frameworks used to assess impacts of Congestion .......................... 12
2.3 Alternate Route ................................................................................................... 14
2.3.1 General Studies about Alternate Route ....................................................... 15
2.3.2 Re-routing Strategies .................................................................................... 16
2.3.3 Re-routing Period ......................................................................................... 16
2.3.4 Route Guiding Signs ..................................................................................... 16
2.4 Traffic Management ............................................................................................ 17
2.4.1 General Studies about Traffic Management ............................................... 17
2.4.2 Traffic Network ............................................................................................ 18
2.5 Peak Hour ............................................................................................................ 19
2.5.1 General study about Peak Hour .................................................................. 19
2.5.2 Delay Forecasting ......................................................................................... 19
2.5.3 Application of Forecasting Method ............................................................. 20
2.6 Shockwave Theory............................................................................................... 21
2.6.1 Greenwave .................................................................................................... 21
2.6.2 Modeling Traffic Congestion ....................................................................... 22
2.7 Traffic Characteristics ........................................................................................ 23
2.7.1 Traffic Characteristics ................................................................................. 23
2.8 PTV VISSIM 11 ....................................................................................................... 26

CHAPTER 3: METHODOLOGY .................................................................................... 28

3.1 Conceptual Framework ....................................................................................... 28
3.2 Research Design ................................................................................................... 29

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 3.3 Research Setting .................................................................................................. 30
3.4 Data Gathering Procedure .................................................................................. 31
3.5 Research Instrument ........................................................................................... 32
3.6 Statistical Treatment ........................................................................................... 33
3.6.1 Descriptive Statistics .................................................................................... 33
3.6.2 Paired Sample T-Test ................................................................................... 33
3.6.3 Multiple Linear Regression .......................................................................... 33
3.7 PTV VISSIM 11 Assessment .............................................................................. 34

CHAPTER 4: RESULTS AND DISCUSSIONS............................................................... 35

4.1 Survey with Drivers and Commuters ................................................................. 35
4.2 Simulation and Statistical Analysis ..................................................................... 42
4.2.1 Vissim Simulation ......................................................................................... 42
4.2.2 Statistical Analysis ........................................................................................ 48

CHAPTER 5: CONCLUSIONS AND RECOMMENDATIONS .................................... 51

5.1 CONCLUSION .................................................................................................... 51
5.2 RECOMMENDATIONS ..................................................................................... 52

REFERENCES .................................................................................................................. 55

APPENDICES ................................................................................................................... 57

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 CHAPTER 1
INTRODUCTION

Ortigas Avenue and Eulogio Rodriguez Jr. Avenue also known as C5

Road are one of the busiest roads in Metro Manila. These roads are the fastest and

most accessible way to reach the business districts in the area, specifically Ortigas

Center. Being within the joint of Pasig, Mandaluyong and Quezon City, Ortigas

Center is the second most important business district in the country after Makati

Central Business district based from wikipedia. (Ortigas Center - Offices, n.d.)

An assessment was carried out by Transport Consulting Co. in the year

2006. The company’s assessment showed that most of the total person trips everyday

in Metro Manila is by public transportation. In the Philippine economy, transportation

is the prominent sector in creating a bridge between population and economic centres

across the island. (Asian Development Bank (ADB), 2012) According to the National

Economic and Development Authority (NEDA), transportation plays an important

role in a country’s development by sustaining economic activities and creating

employment opportunities. Traffic congestion has been one of the major problems in

the Philippines today. With the continuous rise in population and vehicle ownership in

Metro Manila, a new and effective traffic scheme is needed to improve every Filipino

travelers’ life.

This study intends to determine if Green Meadows Avenue in Pasig

City is an applicable alternate route for public utility vehicles, considering it is a

residential road within private luxury subdivisions. This also aims to help ease traffic

on Ortigas Avenue and C5 Road by giving evidence-based insights to the

6
aforementioned intention. This research is intended for the benefit of public utility

vehicles, primarily, which are currently not allowed to use Green Meadows Avenue.

Figure 1.1. Green Meadows Avenue, C5 Road – Ortigas Avenue

Green Meadows Avenue has entry and exit points to Ortigas Avenue and C5

Road, depending where the commuter is coming from. Green Meadows Avenue

stretches around 2.1 kilometers. This road passes through mostly residential houses,

gates of private luxury subdivisions, and some establishments hence, the road is only

allowed to be used by private vehicles.

1.1 Statement of the Problem

Green Meadows Avenue being one of the less congested roads in the area that

connects C5 Road and Ortigas Avenue, is an alternative route but it is currently

accessible only by private vehicles. Today, traffic congestion is an everyday norm for

both public and private vehicles that passes through C5 Road and Ortigas Avenue.

This problem affects trip makers due to the high probability of them getting to their

destinations late.

7
 The researchers propose for the said avenue to be an official alternate route

which is accessible to the public, with certain constraints, considering its location and

the profile of its surroundings. This is in hope that this paper can provide insights to

help ease traffic in the area and to lessen the travel time of commuters.

1.2 Objectives of the Study

This research study primarily aims to analyze and assess the applicability of

Green Meadows Avenue in Quezon City as alternate for public utility vehicles with

the current traffic scheme. Specifically, it aims to meet the following objectives:

 To determine the applicability of Green Meadows Avenue as an alternative

route for public utility vehicles by assessing the traffic characteristics to help

ease the traffic congestion.

 To determine the effect on traffic congestion of Green Meadows Avenue open

for use both on public and private vehicles

1.3 Hypothesis

Allowing Green Meadows Avenue to be an alternate route, accessible to the

general public, will help alleviate traffic congestion in the area.

1.4 Scope and Limitation of the Study

This research focuses on the applicability of Green Meadows Avenue as an

alternate route for public utility vehicles only. The study only aims to help ease and

not eradicate traffic congestion along Ortigas Avenue and C5 Road, as eradication of

traffic seem impossible for this time. The researchers used traffic data from the city’s

local office to determine the current traffic scheme and private vehicle volume in the

area. Vehicles under TNVS (Transport Network Vehicle Service) are considered

8
private for the traffic count data, as it is difficult to differentiate TNVS vehicles and

private vehicles. The study is only applicable based on traffic data and results,

applicability of study based on the barangay and residents in the area were not

considered. Vissim traffic simulator student version was used which has limited

functions. The only data’s that were available and provided by respective

transportation sectors in the Philippines were the only one’s considered by the

researchers. Other variables such as economic and environmental were not considered

in this study.

1.5 Significance of the Study

This research aims to contribute to the evaluation and optimization of Green

Meadows Avenue as a public alternative route in the area. Due to the large number of

vehicles using C5 Road and Ortigas Avenue, with just traffic lights to regulate the

traffic, traffic congestion is a daily norm for both public and private vehicles. For

commuters who wish to pass through C5 Road and Ortigas Avenue, the researchers

believe that having an alternate route is the best option to help ease traffic congestion

and lessen the commuters’ travel time.

9
 CHAPTER 2
REVIEW OF RELATED LITERATURE

Traffic congestion is pervasive basically in the urban areas, especially Manila,

Quezon City, and Makati. The fundamental roads of these urban areas and even the

optional streets are frequently congested, and the issues of traffic congestion have

turned out to be serious to the point that the economy is influenced. While absolute

decrease of congestion is alongside incomprehensible in the Philippines, predictable

and genuine endeavors to enhance transportation infrastructure for Metro Manila

including much deferred mass transport frameworks can mean certifiable advantages.

(Traffic Problems in the Philippines and Proposed Solutions, 2014) As indicated by

an article from The Philippine Star, the Metropolitan Manila Development Authority

(MMDA) recognized a few traffic choke points in the city. The traffic choke points in

Eastern part of Metro Manila incorporate the Pasig Intersection. (Frialde, 2016) .

Traffic congestion are caused by the absence of legitimate infrastructures or alternate

routes, and poor open transport alternatives that outcome in delays, inability to decide

travel time, superfluous fuel utilization, contamination, street wrath, and inability of

crisis vehicles to react quickly.

Despite the fact that street development and expressway infrastructures are being

worked to limit the stream of traffic, street congestion can't be anticipated because of

the expansive number of vehicles. Consequently, it is essential to attempt diverse

techniques to deal with traffic congestion. (Abanes, Maniago, & Jos, 2017). The traffic

flow model depends on connection between traffic flow rates and for example number

10
of vehicles entering the street inside a specific timeframe and speed. In this model

travel time cost is a component of the traffic flow rate and then again, the other hand

the shock wave bottleneck model, first created by Vickery (1969), portrays as the

congestion instrument as lining behind a bottleneck, travel time is holding up time

inside the line. (Saxena & Jain, 2017).

The Metropolitan Development Authority (MMDA) is reportedly planning to

open subdivision roads to serve as alternate routes in order to ease traffic in Metro

Manila. According to a report by the Philippine Star, MMDA Chairman Francis

Tolentino said that at least 20-percent of the 5,030 km road network in Metro Manila

are in “gated subdivisions.” (Aguilar, 2014) He also added that the number of vehicles

on the same road network increased from 419,000 to 2.4 million at present.

2.1 Traffic Congestion

2.1.1 General Studies about Traffic Congestion

While congestion is largely thought of as a big city problem, delays are

becoming increasingly common in small cities and some rural areas as well. Hence,

finding effective solutions for congestion mitigation at reasonable costs is becoming a

stringent problem, we focus on alleviating congestion by providing drivers with better

alternative routes in real-time. Implicitly, fuel consumption and pollution will be

reduced as well. (Pan, Khan, Popay, Zeitouniy, & Borcea) As traffic congestion

continues to worsen in most cities throughout the world, increasing attention has been

directed towards policies designed to improve the operational efficiency of urban

streets. (CASTRO, KUSE, & HYODO, 2003) The daily strain on the quality of life of

the urban populace, including the labor force, students, and other regular commuters,

11
may be difficult to quantify but they cannot be ignored. Moreover, the negative

impact of traffic congestion on public health and the environment is expected to

translate to economic costs in the long run. ((NCTS), 2000) In many situations, due to

heavy traffic congestion on the interstate with an incident, motorists will naturally

find ways to divert around the incident. Motorists may decide to voluntarily divert to

an alternate route or a less congested route with or without incident information. (Lin,

Hagen, Zhou, & Kou, 2005) In many large and medium size cities traffic congestion

problem has become more and more severe day by day. In many regions during peak

hours traffic is much slower than the expected flow. It is very necessary that the

traffic congestion problems can be effectively identified; otherwise it will affect the

day to day functioning of people of the society resulting in many inconveniences.

Therefore, there is a need of accurate and effective solution to traffic congestion

problem has become crucial. There is no single specific definition of traffic

congestion. Congestion is the impendence vehicles impose on each other due to speed

flow relationship in condition where the use of transport system approaches capacity.

It is the essentially a relative phenomenon that is linked to the difference between the

roadway system performance that people expect and how the system actually

performs. A better way to defining excessive congestion is: When the marginal costs

to society of congestion exceed the marginal costs of efforts reduce congestion such

as adding to road or other transport infrastructure is excessive and action to manage it

batter warranted. (Saxena & Jain, 2017)

2.2 Conceptual frameworks used to assess impacts of Congestion

Congestion includes lining, slower speeds and expanded travel times, which

force costs on the economy and generate different effects on urban areas and their

12
occupants. Congestion additionally has a scope of aberrant effects including the minor

natural and asset effects of congestion, impacts on personal satisfaction, stress, and

wellbeing just as effects on non-vehicular street space clients, for example, the clients

of walkways and street facing properties. Strategy producers ought to guarantee that

money saving advantage assessments or other arrangement assessment philosophies

incorporate an appraisal of these effects just as consider more extensive

contemplations, for example, the sort of urban areas individuals need. There is once in

a while a uniform calculated structure for tending to congestion and assessing

congestion the board strategies over the assortment and extent of performing artists

included. Moreover, there exists a genuine strain between various applied models

hidden congestion cost and effect figuring which thus can impact congestion the

board approaches. As a rule, customary methodologies utilized by street organizations

have concentrated on overseeing street frameworks in urban regions in manners that

augment their capacity to handle present and expected future traffic demand. Such

flow-based methodologies look to augment the physical use of accessible street limit,

considering other street the executive’s objectives, for example, wellbeing. Streets are

rated at a set limit as communicated in flow, thickness or, artificially, as "dimensions

of administration". Accomplishing higher flows, higher densities and larger amounts

of administration with regards to the rated limit of the roadway has generally been

viewed as execution "enhancement". Such operational methodologies are very much

adjusted to recognizing the areas where bottlenecks exist. They plan to limit traffic

delays and the related individual, business and asset impacts including individual and

gainful time lost, fuel squandered and unfavorable air quality. There are contrasts

between the results that outcome from the calculated systems customarily utilized and

ideal congestion approaches. There are additionally holes between the hypothesis and

13
the training in deciding the "ideal" dimensions of traffic that approach creators ought

to know about while embracing reasonable models to portray congestion and endorse

strategy activities. Another hole exists between the plan of numerous congestion the

executive’s strategies and street clients' worries identifying with the dependability and

consistency of movement times and not simply their normal term. Untrustworthy

travel times force genuine expenses on individual street clients and can have

noteworthy downstream effects on efficiency. These effects and expenses ought not

be ignored while figuring congestion arrangement reactions. The effects of congestion

are not digest – they should be connected to roadway clients' encounters and desires.

Rather than endeavoring to figure the "general expense" of congestion, from an

explanatory perspective, it might be progressively beneficial to appraise the relative

changes in levels and expenses of congestion. (Saxena & Jain, 2017)

2.3 Alternate Route

The researchers intend to assess Green Meadows Avenue in Quezon City as an

alternate route for public utility vehicles, considering it as a residential private road

within exclusive subdivision. This is to help ease traffic on Ortigas Avenue and C5

Road. This research is intended for the benefit of public utility vehicles, primarily,

which are currently not allowed to use Green Meadows Avenue. In Imus, Cavite, an

ordinance was authored by Councilor Leonardo Antonio O. Deocadis which will open

the roads in at least nine subdivisions as “alternate routes” to ease congestion along

Aguinaldo Highway, Molino and Daanghari Roads. Deocadis said: “To address the

problem of worsening of traffic condition in the city, alternative access roads shall be

provided through opening and interconnection of roads inside private subdivisions,

villages and compounds”. (Giron, 2017)

14
2.3.1 General Studies about Alternate Route
Approximate “permanent” alternate routes combining

intelligent transportation system measures could objectively play a

vital role in supporting to alleviate traffic congestion. This paper

attempts to address a methodology of prioritizing such “permanent”

alternate routes via major traffic generators/attractors for route

guidance and traffic diversion strategies in the concerned local

network. An alternate route may include several different local roads,

especially in urban areas. Each local road should at least be a minor

road without stop signs on the alternate route. It is a common practice

to establish alternate routes through Regional Traffic Management

team meetings. A detailed signing plan should also be developed to

support the operation of alternate routes. It not only can help to

alleviate the severe congestion on both the interstate and the alternate

routes, but also help meet motorist’s expectation for how a major

freeway incident should be handled. Establishment of the most

applicable and pre-planned alternate routes with adequate signal timing

plans are keys to the success of traffic management in response to a

freeway incident. (Lin, Hagen, Zhou, & Kou, 2005) Traffic

information system has had a great effect on travel decision-making

behavior. Drivers may respond to the information through adjusting the

travel mode, destination, departure time, and speed, but most

commonly by altering routes. (Jiang, Ji, Du, & Deng, 2014) Through

traffic using streets in residential areas as alternate routes to bypass

congested arterials and other roads impose externalities on the

15
 residents. (REGIDOR, Evaluating the Effectiveness of Traffic

Schemes for an Open Campus, 2011)

2.3.2 Re-routing Strategies

Latest study has demonstrated that continuous traffic flow

information and street travel time can be resolved dependent on

information detailed by vehicles or street side sensors The inquiry is

the means by which to use this learning in an astute manner to

maintain a strategic distance from congestion and decrease the drivers'

movement times. This area shows our three re-steering strategies;

every one of them utilize the assessed travel time in the calculation of

the (k-)shortest path(s) for every one of the vehicles chose. (Pan, Khan,

Popay, Zeitouniy, & Borcea)

2.3.3 Re-routing Period

Within the traffic guidance system, the re-routing process is

triggered intermittently at a pre-characterized time interim. A shorter

re-routing period prompts higher reactivity of the system, and in this

way to all the more likely travel times. In any case, the cost to pay is

increased calculation cost, correspondence overhead, and possibly re-

routings. At extreme cases, it probably won't be conceivable to figure

the elective routes quick enough to push them.

2.3.4 Route Guiding Signs

There are different sorts of alternative route controlling signs,

for example, freeway and blood vessel connector guidance, route data

system guidance, backup course of action mileage data sign, and

dynamic backup course of action guidance signs, and so forth.,

16
 introduced at various path portions, select turning paths, upstream and

downstream convergences, freeway slopes, and every one of them give

navigational messages to occupying travellers. Route data guidance

signs are a typical sort of static controlling signs going for presenting

the real time realistic traffic execution of portions and convergences

just as the standard directing data. (Wang & Zhang)

2.4 Traffic Management

2.4.1 General Studies about Traffic Management

Traffic management calls for integration of strategies covering

advanced information collecting/disseminating fallibilities, and effective message

broadcast system. A scenario of emergency management and operation is

demonstrated to discuss the collection of real-time traffic data, location and duration

evaluation of incident, identification of alternative routes and congestion. Severe

congestion are frequent and certain roads are lightly loaded, because no real time

traffic message is guided for possible alternate routes. Unbalanced distribution of

vehicle flow decreases the network capacity and operation efficiency. (Wang &

Zhang) Several national surveys show that traffic incident management, work zone

management and signal timing improvements are the top three major areas that the

general public strongly expects transportation agencies to pursue and enhance. A

feasible way for most transportation agencies to handle diverted traffic is to

implement pre-designed timing plans on alternate routes based on the type of signal

operations and estimated diverted traffic volumes. (Lin, Hagen, Zhou, & Kou, 2005)

Traffic schemes are evaluated based on their effectiveness in reducing unwanted

traffic. Recommendations are made on how to sustain such schemes and their
17
transferability to other cases. (REGIDOR, Evaluating the Effectiveness of Traffic

Schemes for an Open Campus, 2011) Traffic impact assessment (TIA) is a powerful

tool for engineers and planners to determine the possible effects of a project on the

transportation and traffic system. Often it is applied only to the direct impact area and

countermeasures for potential negative impacts are specific for the development. This

paper presents TIA as a useful tool for local governments, especially for managing

traffic and in planning their respective transportation systems. Two cases involving

projects that were required to undertake TIA are compared, and results are examined

in relation to the sustainability of traffic management and transportation planning

strategies in Metro Manila and in other cities as well. (REGIDOR & TEODORO,

Traffi Impact Assessment for Sustainable Traffic Management and Transportation

Planning in Urban Areas, 2005)

2.4.2 Traffic Network

In a city traffic network, signals (traffic lights) control traffic flow to

offer need to a street. The control strategy of signals influences the traffic flow

exceptionally. The impact of process duration on vehicular traffic has been cleared up.

It has been demonstrated that the irregularity of a flag's design importantly affects the

vehicular movement. The route-decision strategy has been stretched out to the three-

route and intersection traffic systems. In the two-route and three-route traffic systems,

there are no traffic signals. In any case, it is vital and important not exclusively to get

the real-time traffic data yet additionally to know the control strategy of signals since

city traffic is commonly controlled by numerous signals. The traffic flow on two

routes with a progression of signals has been contemplated for a low-thickness traffic

without the real-time data. The researchers have expanded the two-route traffic

system with real-time traffic data to that controlled by signals. They have illuminated

18
the impact of signals on the two-route traffic flow. The vehicular movement shifts

with the route decision as well as with flag's trademark in the two-route traffic system

utilizing real-time traffic data. In real city traffic controlled by signals, a route is

preferred by drivers. The harmony between routes breaks down due the driver's

preference for a route. For the route selection of drivers and administrator's traffic

control, it is critical and important to control the two-route traffic flow by signals. The

researchers have expanded the balanced two-route traffic model to take into record the

driver's preference. The balanced two-route traffic system results in the unbalanced

system by presenting the preference parameter. (Tobita & Nagatani, 2013)

2.5 Peak Hour

2.5.1 General study about Peak Hour

It is a part of the day wherein traffic congestion on roads and

crowding on public transportation is at its highest. These normally happen

twice every weekday, once in the morning and once in the evening, the

times where most people travel or commute. Rush hour is sometimes

misnomer as sometimes it lasts more than an hour. The term “rush” refers

to the volume of traffic, not speed of its flow. Rush hour varies from city

to city, from region to region, and seasonally.

2.5.2 Delay Forecasting

Although forecasting delay based on a static model is an adequate

approximation, a more precise approach is to update delay expectations as

delay is observed throughout the day. That way people can know how severe

congestion will get during rush hour while it’s still early in the peak period.

Exponential smoothing is the preferred method for doing this. It takes the

19
forecast estimate from the fitted curve and weights it against the live data.

That way the most recent delay observations are incorporated into the model

but not so much as to dominate. Weighting it against the estimation based on

historical data serves to minimize the effects of abnormal peaks on the model.

Kornhauser et al. (2004) presented exponential smoothing and forecasting

equations for peak as well as non-peak times. The general equation for

exponential smoothing during peak periods is of the form:

Sn = θ · Xn−1 + (1 − θ) · [τ (tn) − τ (tn−1) + Sn−1] (5)

Where θ ∈ {0, 1} is the smoothing factor and τ (tn) is the ten-

parameter function fit to the data. At the times for which there isn’t yet data,

meaning there is no Xn−1, the τ function is strictly used to predict the delay.

2.5.3 Application of Forecasting Method

A curve of the form in Equation (2) was used to fit the median delay

across the seven days in Figure 4. The scatter plots of median values together

with the optimal curve are shown in Figure 8. The curve follows the data very

closely, showing a large spike in delay in the morning and a two-humped

increase again in the afternoon. The curve parameters are listed in Table 2.

The model predicts that morning rush hour occurs at roughly 8:19 AM, and

the afternoon peak times are at 2:56 PM and 6:40 PM. The table gives values

for the standard deviation of each normal pdf, which are measures of the

length of the peak congestion periods. From the table and the graph it’s clear

that the morning peak is by far the most severe - it has a C1 that is four times

that of C2 and C3. But the first afternoon peak period is by far the longest

(139 minutes). Combined with the length of the later peak, which overlaps

20
 slightly, the afternoon congestion stretches over a much longer period.

Because the second and third normal overlap, their interaction makes

comparing the relative values of the first and the last two scalars misleading as

to which peak(s) are higher. This could lead 15 to very odd results because the

ten-parameter function is such that, for example, a wildly low value for C2

could counteract a wildly high value for C3, depending on the values of µ2

and µ3 and σ2 and σ3. Therefore, the results in tables like Table 2 must be

taken somewhat lightly. (Nagatani & Tobita, 2012)

2.6 Shockwave Theory

Shockwave analysis in traffic has been a standard theory for more than two

decades (Papacostas & Prevedorouros, 1993, 1990). Shockwaves in traffic happen

when there is a sudden hindrance on the traffic, such as a vehicle, pedestrian, or

obstruction, that starts to slow down traffic, followed by a release of the blockage.

The wave is produced by the chain reactions from bottlenecks, U-turns, accident, red

traffic signal, stopping public utility vehicles, and the release of the blockage such as

sudden acceleration of vehicles in front of the platoon or a green traffic signal. The

shockwaves model allows us to estimate the growth rate of the platoon; the length of

the traffic platoon, how many vehicles or pedestrians are in the platoon, at what time

will the platoon dissipate after the blockage occurs. It can also estimate the effect of

the duration of the blockage, the congestion relief time and when the next waves will

occur. (TEKNOMO & ARBOLERAS, 2014)

2.6.1 Greenwave

21
 The researched explored controlling the unbalanced two-route system

by the green wave strategy of signals. They cleared up the traffic conduct on two

routes by controlling signals. The researchers have determined the reliance of the

mean visit time, mean thickness, and mean current on the balance time for a few

estimations of the process duration. They have discovered that the mean visit time on

route an is reliable with that on route B by choosing the balance time effectively in the

unbalanced two-route traffic flow. It is demonstrated that the administrator can

control the unbalanced two-route traffic system effectively by the green-wave and

visit time feedback strategies. The flag's control investigation of the route decision for

the unbalanced two-route traffic system with the arrangement of signals is the first

and this examination will be helpful for the flag's control for the route decision in a

city traffic network. (Tobita & Nagatani, 2013)

2.6.2 Modeling Traffic Congestion

A model to represent traffic congestion based on shock wave theory. In

the literature of transport studies there are two main approaches to modeling

traffic congestion on a roadway – The traffic flow model and the shock wave

and bottleneck model. The traffic flow model is based on relationship between

traffic flow rate and i.e. number of vehicles entering the road within a certain

period of time and speed. In this model travel time cost is a function of the

traffic flow rate and on the other hand the other hand the shock wave

bottleneck model, first developed by Vickery (1969), describes as the

congestion mechanism as queuing behind a bottleneck, travel time is waiting

time within the queue. (Saxena & Jain, 2017)

22
 2.7 Traffic Characteristics

2.7.1 Traffic Characteristics

Accidents occur when traffic moves, thus it is natural to investigate

traffic characteristics to understand their impact on accidents. Traffic characteristics

can often be classified as speed, density, flow, and congestion. These traffic

characteristics affect road safety through both engineering and behavioural effects.

It is worth mentioning that speed, density, flow and congestion are inextricably

linked, so an understanding of one of them could provide useful knowledge on the

other three. In addition, in previous studies while explaining phenomenon such as

higher accident rates during night-time (Martin, 2002), all four factors are involved so

it is necessary to determine which is the key factor affecting accidents. The

relationship between speed, density and flow can be expressed as follows:

𝑞 = 𝑘𝑣̅

where q is flow (vehicles per unit time); k is density (vehicles per length of road); and

𝑣̅ is mean speed (distance per unit time). As for traffic congestion it arises when

traffic flow or density increases on the road with limited capacity until at some stage

delay occurs, which would in turn, decrease speed. One can expect that speed would

decrease as density increases.

2.7.1.1 Speed

Speed is an important factor affecting road accidents both in

terms of accident occurrence and severity. It seems reasonably safe to assume that

increased speed would mean that the accidents that have occurred would be more

severe, if other factors (e.g., environment and vehicle design) remain the same. This

23
can be shown by both Newtonian physics and empirical data. It is however less

straightforward for the relationship between speed and the possibility of accidents

occurring, which subsequently brings into the question the relationship between speed

and the frequency of accidents (or accident rate). The positive relationship between

speed and accidents that is advocated by the studies above are, however, questioned

by empirical evidence. From the aspect of road safety theories, higher speed increases

the drivers’ overall stopping distance which in turn may increase the probability of

accident occurrence. On the other hand, drivers at higher speed may be more cautious,

and also accident risk on motorways (where speeds are higher) is lower due to various

reasons such as higher construction standards and better traffic information provided.

2.7.1.2 Traffic Density

The relationship between traffic density and accidents has been

investigated less in the literature due to the dearth of relevant data. There have

however been a few studies using other variables to represent density, for example

Volume over Capacity (V/C) ratio. Zhou and Sisiopiku (1997) examined the hourly

accident rates (per million vehicle kilometres) and the V/C ratio on a US interstate

highway, finding that the relationship follows a U-shaped pattern and accidents

involving injury and fatalities tended to decrease while the V/C ratio increases.

Ivan et al. (2000) investigated single and multi-vehicle highway accident rates and

their relationship with traffic density while controlling for land use, time of day and

lighting conditions on two-lane highways. For single-vehicle accidents, they found a

negative-exponential relationship with the density (volume/capacity ratio), meaning

that the accident rate is the highest at low V/C ratio. Lord et al. (2005) conducted a

freeway segment-based analysis on the relationship between accident, density and the

24
V/C ratio. In their study density is measured as vehicles per km per lane. It is found

that both density and V/C ratio have an overall inverse relationship with the number

of accidents (per year per km). Accident-density and accident-V/C relationships were

also examined according to different accident categories such as total, single-vehicle,

and multi-vehicle accidents. It is found that there is an inverse U-shaped relationship

for total and single-vehicle accidents but a positive relationship for multi-vehicle

accidents.

2.7.1.3 Traffic Flow

Many researchers have examined the relationship between

traffic flow and accidents. This includes early seminal works undertaken by Belmont

and Forbes (1953); Gwynn (1967); Ceder and Livneh (1982); Ceder (1982); and

Turner and Thomas (1986). Belmont and Forbes (1953) developed a theory relating

traffic volume and accident occurrences and found that the accident rate increases

linearly with the hourly traffic flow for two-lane road sections during daylight.

Gwynn (1967) later found that a U-shaped relationship exists between hourly traffic

flow and accident rates on four-lane sections. The findings of Belmont and Forbes

(1953) and Gwynn (1967) seem inconsistent, which may be due to the fact that

different ranges of traffic flows and road designs were considered in the analyses.

Ceder and Livneh (1982) focused on single and multi-vehicle accident rates and their

associations with the hourly traffic flow by using power functions. They found that

for different types of accidents, the relationships between accident rates and hourly

traffic flow are different. For example, hourly traffic flow was found to be inversely

related with accident rates for single-vehicle accidents in all cases; while in some

cases hourly traffic flow was found to be positively related with accident rates for

multi-vehicle accidents.

25
2.8 PTV VISSIM 11

Whether comparing junction geometries, analyzing public transport priority

schemes or considering the effects of certain signalling – PTV VISSIM allows you to

simulate traffic patterns exactly. Motorized private transport, goods transport, rail and

road related public transport, pedestrians and cyclists – as the world's leading software

for microscopic traffic simulation, PTV VISSIM displays all road users and their

interactions in one model. Scientifically sound motion models provide a realistic

modelling of all road users.

PTV VISSIM 11 is rounded off with comprehensive analysis options, creating

a powerful tool for the evaluation and planning of urban and extra-urban transport

infrastructure. For example, the simulation software may be used to create detailed

computational results or impressive 3D animations for different scenarios. It is the

perfect way to present convincing and comprehensible planned infrastructure

measures to decision-makers and the public.

26
 Figure 2.8 Workspace Layout of the PTV VISSIM 10 Software

Gai (2005) indicates that VISSIM is the most advanced and widely used

microscopic traffic simulation software. Qin and Xiong (2006) use VISSIM to

evaluate some schemes in the scientific research of traffic renovation in Kunming,

which locates in south China. By the simulation application of one-way schemes,

they put forward a new idea to evaluate traffic management schemes under the

complex traffic conditions and prove that VISSIM can offer some decision-making

basis for the traffic management departments. In summary, there has been a good deal

of research on road network analysis using microscopic software such as VISSIM

both in theory and practice.

27
 CHAPTER 3
METHODOLOGY

The following methodology aims to assess Green Meadows Avenue by

establishing road and traffic characteristics and presenting the peak hour/s of the said

avenue. The obtained information was used to determine the feasibility of Green

Meadows Avenue as an alternate route for public utility vehicles.

3.1 Conceptual Framework

28
 The figure below shows the general flow of this study.

• Traffic Impact Assessment from

Input Governmet Agencies
• Survey results
• Traffic Characteristics

•Analysis and Interpretation

of Data
•Statistical Treatment
Process

• Established the
applicability of alternate
routes

Output • Recommendation of
implementation on
conducting alternate
routes to ease congestion

Figure 3.1 Conceptual Framework

3.2 Research Design

The succeeding chart displays the systematic flow of the study in a detailed

manner. This shows the incorporation of the concepts and ideas needed to be laid out

as the research progresses. Starting from data organization, the researchers identified

the objectives and the scope and limitations of the study. This was followed by

performing data collection methods to gain information which was then processed

using statistical tools and analyses.

29
Data Organization Data Collection
•Determining the objectives of •Ocular Visit
the study •Request for information to
•Identifying the scope and government agencies
limitation •Survey and Interview

Data Analysis Conclusion

•Traffic Impact Assessment •The researchers shall arrive to
•Determine if using alternate a conclusion using the
routes is applicable analayzed data and determine
if the objectives are met.

Recommendation
•The researchers shall
recommend and note actions
that could improve better
research in future.

Figure 3.2 Research Process Flowchart

3.3 Research Setting

30
 The study took into consideration the public utility vehicles passing through

C-5 Libis, Quezon City going to Ortigas Avenue, Pasig City and vice versa.

Figure 3.3 Satellite Image of Area of Study

3.4 Data Gathering Procedure

The collected data on the vehicle volume count along Ortigas Avenue/C-5

Road (IPI). Intersection was requested from the Traffic and Parking Management

Office (TPMO) of the Government of Pasig and the vehicle volume count on C-5

Green Meadows Intersection was provided by the Metropolitan Manila Development

Authority (MMDA). The researchers were able collect information about the routes,

franchises and number of authorized units of public utility vehicles from The Land

Transportation Franchising and Regulatory Board (LTFRB) and the official national

government open data website. The data regarding the traffic characteristics, e.g.

traffic volume and annual average daily traffic (AADT), were obtained from the

Freedom of Information website.

31
A survey of the commuters and public utility vehicle drivers were conducted in the

following manner:

1. Determine the number of respondents and provide the survey questionnaire.

2. Distribute the survey questions to each of the researchers to conduct survey.

3. The researchers will roam on the terminals of the PUVs that passes through C-

5 Libis to Ortigas Avenue.

4. On the terminals, the researchers will kindly ask the target subjects to fill the

survey.

5. After filling the survey, the researchers will compile the paper.

*Note that the target subject in the vicinity should be commuters, passengers, and

drivers on the C-5 Libis or Ortigas Ave or Green Meadows Avenue, it can either be

male or female, with an age restriction of 12 years old and if the subject can read and

write.

3.5 Research Instrument

The researchers made use of a self-administered questionnaires and then encoded

online. The instrument was made by the researchers based on related literatures. The

variables included in the questionnaire are the following: if the respondent is a non-

professional/professional driver or a passenger, time and day of involvement around

the vicinity, experienced traffic condition around the vicinity, trip origin, destination,

purpose, and establishment/institution to visit by the respondent, which part of the

area, what time, and what mode of transportation used by the respondent when

experienced traffic congestion, in favor or not in favor having Green Meadows

Avenue as alternate route for PUVs, evaluation of whether or not the respondent

agrees that Green Meadows Avenue would be of any help easing the traffic

32
congestion. The instrument was translated in Filipino to make it easier for the

respondents to understand and answer the items.

3.6 Statistical Treatment

To understand the data effectively, the researchers utilized the following

statistical treatments:

3.6.1 Descriptive Statistics

Summary statistics such as counts, percentages and mean were

used to present the data together with the charts.

3.6.2 Paired Sample T-Test

A paired sample t-test was conducted to statistically compare the

traffic volumes across time for the current setting and when Green Meadows

Ave. is assigned as an alternative route. The null hypothesis of this test is that

the true mean difference is zero which is equivalent to saying that there is no

difference between the traffic volumes with or without Green Meadows Ave.

as an alternate route. The alternative hypothesis, on the other hand, is that the

absolute true mean difference is greater than zero which is tantamount to

saying that there is a difference between the traffic volumes with or without

Green Meadows Ave. as an alternate route. It is obviously the case that in this

study, the researchers want to reject the null hypothesis.

3.6.3 Multiple Linear Regression

Y’ = a + b1X1 + b2X2

Y’ = A predicted value of Y (which is your dependent variable)

a = The “Y Intercept”.

33
 b1 = The change in Y for each 1 increment change in X1

b2 = The change in Y for each 1 increment change in X2

X = an X score (X is your Independent Variable) for which you are

trying to predict a value of Y.

3.7 PTV VISSIM 11 Assessment

PTV VISSIM 11 software is a traffic simulation software used to assess

different traffic conditions. This software is proven to be effective in determining the

right control mechanisms, either for an intersection or a roundabout. In this study, the

researchers made use of the said software to assess Green Meadows Avenue. The

following variables were the outputs:

A. Vehicle Count – number of vehicles passing from one point to another

B. Travel Time – it is the movement from two different points in time

34
 CHAPTER 4
RESULTS AND DISCUSSIONS

4.1 Survey with Drivers and Commuters

There were 152 valid responses. A self-administered questionnaire was used

in data collection. In some cases, such as in most drivers, a face-to-face interview was

conducted.

Respondents’ Profile

Figure 4.1.1 Drivers vs Non-drivers Figure 4.1.2 Pro vs Non-Pro Drivers

Figures 4.1.1 and 4.1.2 show the distribution of the respondents based on who

drives and who does not and the distribution of the drivers according to

professionality, respectively. As shown, there is almost an equal percentage of drivers

and non-drivers while majority of the drivers were professional.

35
Green Meadows

Figure 4.1.3 Days in Green Meadows Figure 4.1.4 Time of Day in Green Meadows

Out of 152 respondents, 71 are around Green Meadows at least once a week.

Displayed in the above figures are the frequencies of respondents who are or who

passed by Green Meadows based on the day of the week and the time of the day.

Figure 4.1.3 reveals that majority of those who are around the area at least once a

week were there on weekdays. Meanwhile, based on Figure 4.1.4, majority of them

are around the area from 6:00am to 9:00pm. From these, it can be deduced that

majority of the respondents who are regularly around Green Meadows at least once a

week, work or study in the area.

Figure 4.1.5

36
 Figure 4.1.5, on the other hand, shows the distribution of the 71 respondents

based on their perception of the traffic condition around Green Meadows. Based on

the graph, approximately 48% stated that the traffic condition in the area is light.

C5-Libis-Ortigas

Figure 4.1.6 Days in C5-Libis-Ortigas Figure 4.1.7 Time of Day in C5-Libis-Ortigas

On the other hand, 130 respondents said that they are around C5-Libis-Ortigas

area at least once a week. Shown in the preceding figures are the frequencies of

respondents who are or who passed by C5-Libis-Ortigas area based on the day of the

week and the time of the day. Figure 4.1.6 presents that majority of those who are

around the area at least once a week were there on weekdays. According to Figure

4.1.7, most of these respondents are around the area from 6:00am to 9:00pm. Based

on the aforementioned, it is safe to assume that most of the respondents who are

around C5-Libis-Ortigas area at least once a week on a regular basis, either work or

study in the area.

37
 Figure 4.1.8

Figure 4.1.8 presents the distribution of the 130 respondents based on their

perceived traffic condition in the area. According to the pie chart, around 77% said

that the traffic condition in the area is heavy.

Characteristics of the Trips

Table 4.1.1

To * From Crosstabulation
From
Quezon City Pasig City Total
Marikina City Rizal Others
(Katipunan, Blue Ridge) (Bagumbayan, Manggahan)
Green Meadows area 2 0 0 2 0 4
Ortigas Center 11 44 29 10 8 102
Lanuza Avenue Area
To Dona Julia Vargas Avenue 0 4 1 1 0 6
EDSA 6 5 3 4 0 18
San Juan Area 1 2 1 1 2 7
Others 5 6 2 2 0 15
Total 25 61 36 20 10 152

Table 4.1.1 shows the distribution of the respondents based on where they

usually come from and their destination when passing through the research setting. It

can be seen that the cell with the highest frequency pertains to those who are from

Marikina, going to Ortigas Center. In fact, 102 out of 152 respondents go to Ortigas

Center while 66 of the sample come from Marikina City.

38
 Figure 4.1.9

According to the above figure, almost 49% of the respondents were around the

research setting for business-related reasons. On the other hand, the figure below

reveals that majority of the respondents travel to/from/around the area via

FX/Van/UV Express.

Figure 4.1.10

Based on the data collected, all the respondents stated that they have

experienced traffic jam in the area.

39
 Figure 4.1.11

As can be seen on Figure 4.1.11, 39.47% declared that they experience traffic

in the area before C5-Libis-Ortigas Ave. intersection while 32.89% stated that they

experience it around C5-Libis area.

Table 4.1.2 Distribution of Respondents Based on the Time of Day They Most Usually Experience a

Traffic Jam and the Type of Vehicle Mostly Perceived as the Cause of the Jam

Cumulative
Frequency Percent
Percent
Before 6:00 am 1 0.66 0.66
6:00 am – 8:00 am 57 37.50 38.16
T 8:01 am – 10:00 am 30 19.74 57.89
i 10:01 am – 12:00 nn 5 3.29 61.18
12:01 nn – 2:00 pm 2 1.32 62.50
m
2:01 pm – 4:00 pm 3 1.97 64.47
e
4:01 pm – 6:00 pm 23 15.13 79.61
6:01 pm – 8:00 pm 31 20.39 100.00
8:01 pm – 10:00 pm 0 0.00 100.00
10:01 pm – 12:00 mn 0 0.00 100.00
Total 152 100.00
Car 88 57.89 57.89
V Motorcycle 1 0.66 58.55
e PUJ 36 23.68 82.24
h PUV 6 3.95 86.18
i PUB 16 10.53 96.71
c Grab 2 1.32 98.03
l Angkas 0 0.00 98.00
e Others 3 1.97 100.00
Total 152 100.00

40
 Table 4.1.2 reveals that 37.5% of the respondents usually experience a traffic

jam around 6:00am-8:00am, while around 20% encounter it around 6:01pm-8:00pm,

and 19.74% stated that they are usually caught in it around 8:01am-10:00am. When it

comes to the type of vehicle that is mostly perceived as the cause of traffic jam,

private cars are on the top of the list having majority of the respondents stating so.

Private cars were followed by public utility jeepneys (PUJs) and public utility buses

(PUBs) with 23.68% and 10.53%, respectively, of the sample answering so.

Meanwhile, Figure 4.1.12 below displays the percentage distribution of the

respondents based on who are in favor of having Green Meadows as an alternate route

for public utility vehicles to aid in easing traffic congestion around C5-Libis-Ortigas

area. As shown, approximately 93% were in favor.

Figure 4.1.12

41
 Table 4.1.3 Frequency Distribution of Respondents According to Their Opinion Why it will be

Helpful/Unhelpful to Make Green Meadows an Alternate Route for Public Vehicles

Reasons Frequency
Will lessen the time delay 83
Helpful

The volume of the traffic will be less. 91

Faster travel time to those who are not going to Ortigas Area 81
Faster travel time to those who are going to Ortigas Area 65
Others 0
Will worsen the time delay 2
Not Helpful

The volume of the traffic will be worse. 3

Longer travel time to those who are not going to Ortigas Area 1
Longer travel time to those who are going to Ortigas Area 2
Safety of the residents around Green Meadows Ave. will be compromised 7
Others 0

Based on the above table, most of the respondents believe that it will be

helpful in lessening the traffic volume around C5-Libis-Ortigas area, lessening the

delayed travel time and having shorter travel time for those who are just passing

through Ortigas area. The main concern of those who are not in favor of having Green

Meadows as a public alternate route is the safety of the residents around Green

Meadows Ave.

4.2 Simulation and Statistical Analysis

4.2.1 Vissim Simulation

The data used for each intersection was the gathered data from the

traffic count of Metropolitan Manila Development Authority (MMDA) and Traffic

and Parking Management Office (TPMO) of Pasig City. The variables considered was

the peak hour and the presence of Green Meadows Ave. as an alternate route.

42
 .

Figure 4.2.1 Traffic Simulation at C5 Road – Green Meadows Ave. Intersection w/o
the use of Green Meadows as an alternate route

The above simulation shows that the average number of vehicles

crossing the intersection every 5 minutes from North to South is 260 vehicles

and from North to West is 12 vehicles, without the use of Green Meadows

Ave. as an alternate route for PUV’s.

43
Figure 4.2.2 Traffic Simulation at C5 Road – Green Meadows Ave. Intersection w/ the

use of Green Meadows as an alternate route.

The above simulation shows that the average number of vehicles

crossing the intersection every 5 minutes from North to South is 269 vehicles

and from North to West is 16 vehicles, with the use of Green Meadows Ave.

as an alternate route for PUV’s. This means opening Green Meadows Ave. for

the use of the general public has a significant effect to the traffic volume at the

said intersection.

44
Figure 4.2.3 Traffic Simulation at C5 Road – Ortigas Ave. Intersection w/o the use

of Green Meadows as an alternate route.

The above simulation shows that the average number of vehicles

crossing the intersection from North to South every 5 minutes is 35 vehicles,

without the use of Green Meadows Ave. as an alternate route for PUV’s.

45
Figure 4.2.4 Traffic Simulation at C5 Road – Ortigas Ave. Intersection w/ the use of

Green Meadows as an alternate route.

The above simulation shows that the average number of vehicles

crossing the intersection from North to South every 5 minutes is 36 vehicles,

with the use of Green Meadows Ave. as an alternate route for PUV’s. This

means opening Green Meadows Ave. for the use of the public has a significant

effect to the traffic volume at the said intersection.

46
Figure 4.2.5 Traffic Simulation at Green Meadows Ave. – Ortigas Ave. Intersection w/o

the use of Green Meadows as an alternate route

.
The above simulation shows that the average number of vehicles

crossing the intersection from North to West every 5 minutes is 66 vehicles,

without the use of Green Meadows Ave. as an alternate route for PUV’s.

47
Figure 4.2.6 Traffic Simulation at Green Meadows Ave. – Ortigas Ave. Intersection w/

the use of Green Meadows as an alternate route

The above simulation shows that the average number of vehicles

.
crossing the intersection from North to West every 5 minutes is 91 vehicles,

with the use of Green Meadows Ave. as an alternate route for PUV’s. This

means opening Green Meadows Ave. for the use of the public has a significant

effect to the traffic volume at the said intersection.

4.2.2 Statistical Analysis

The data used were projections of the traffic volume based on the

number of authorized units (jeepney and UV/taxi), as of 2018, and the traffic

volume count conducted by the TPMO of Pasig City in 2016. The variables

considered were the time slots (10am-11am, 11am-12nn, and 12nn-1pm) and

the presence of Green Meadows Ave. as an alternate route.

48
 Paired Sample T-Test

Table 4.2.2.1 Paired Samples T-Test

Looking at the above table, the average difference between the traffic

volumes of those without and with Green Meadows Ave. as an alternate route

is 138 public vehicles. The test shows that, since Sig (0.028) < 0.07, the

differences between the traffic volumes across time slots were significant at

93% confidence level. This means that introducing Green Meadows Ave. as an

alternate route has a statistically significant contribution to the traffic volume.

Multiple Linear Regression

Based on the data, the model for the traffic volume considering time

slot and having Green Meadows Ave. as an alternate route is:

𝑣𝑜𝑙𝑢𝑚𝑒 = 543 − 34 ∗ 𝑡𝑖𝑚𝑒 − 138 ∗ 𝐺𝑀 + 𝜀

𝑤ℎ𝑒𝑟𝑒 𝑣𝑜𝑙𝑢𝑚𝑒 = 𝑡𝑟𝑎𝑓𝑓𝑖𝑐 𝑣𝑜𝑙𝑢𝑚𝑒 𝑐𝑜𝑢𝑛𝑡

5, 10𝑎𝑚 − 11𝑎𝑚
𝑡𝑖𝑚𝑒 = 𝑡𝑖𝑚𝑒 𝑠𝑙𝑜𝑡 { 6, 11𝑎𝑚 − 12𝑛𝑛
7, 12𝑛𝑛 − 1𝑝𝑚

*Note: There were missing data for time slots 6am-7am, 7am-8am, 8am-9am,

and 9am-10am, coded 1, 2, 3 and 4, respectively, hence these time slots were

discarded.

1, 𝑖𝑓 𝑤𝑖𝑡ℎ 𝐺𝑟𝑒𝑒𝑛 𝑀𝑒𝑎𝑑𝑜𝑤𝑠, 𝐴𝑣𝑒. 𝑎𝑠 𝑎𝑛 𝑎𝑙𝑡𝑒𝑟𝑛𝑎𝑡𝑒 𝑟𝑜𝑢𝑡𝑒

𝐺𝑀 = {
0, 𝑜𝑡ℎ𝑒𝑟𝑤𝑖𝑠𝑒

49
 Table 4.2.2.2 ANOVA

ANOVA
Sum of Mean
Model df F Sig.
Squares Square
Regression 33396.417 2 16698.208 28.849 0.011
Residual 1736.417 3 578.806
Total 35132.833 5

The ANOVA table shows that the model significantly (0.011 < 0.07)

fits the data. On the other hand, the table below shows that the model can

explain 91.8 % (adjusted R-square) of the variance in the data.

Table 4.2.2.3 Model Summary

Model Summary

Model R R Square Adjusted R Square Std. Error of the Estimate

1 0.975 .951 .918 24.05838

50
 CHAPTER 5
CONCLUSION AND RECOMMENDATION

5.1 CONCLUSION
Traffic congestion along major roads like C5 Road and Ortigas Avenue is the
major problem concerning everyday commuters and drivers. Using different statistics
and traffic program simulation, it was found out that Green Meadows Avenue
contributed on alleviating the traffic congestion in the area.

Thus, to summarize the results of this study, the researchers came up with the
following points:

1.) Using Vissim Simulator, allowing the use of Green Meadows Avenue as an
alternate route increased the number of vehicles being able to pass through
Green Meadows Avenue Intersection and Ortigas Intersection from North to
West and Vice Versa. Also, with the use of an alternate route the travel time
for vehicles using Green Meadows Avenue was shortened.

2.) From the results of the paired sample t-test, it has been concluded that the
average difference of the traffic volume without and with the use of Green
Meadows Avenue is 138 vehicles per hour. The difference between traffic
volumes across time slots were significant and it proves that using Green
Meadows Avenue as an alternate route has a significant contribution to the
traffic volume, statistically.

3.) From the results of the multiple linear regression, the model significantly fits
the data and can explain 91.8% of the variability in the data.

4.) The results of the paired sample t-test and multiple linear regression analyses
complement each other. Both agree that the variables pertaining to the traffic
volume are accountable for the occurrence of traffic congestion in the area
namely the presence of Green Meadows Avenue as an alternate round and the
time slot. More than 90% of the variability in the data means that majority of
the variables that can explain the traffic volume in the area were covered.

51
 5.) The results from both the simulation and statistical analysis are strong proofs
that using Green Meadows Avenue as an alternate route for the public is of big
help on alleviating traffic congestion in the area.

5.2 RECOMMENDATIONS
This study has imparted the researchers a great deal of learnings. The
experience all throughout this course offered a pathway to better understanding. Thus,
the researchers would like to give the following recommendations:

To the Government Agencies

The researchers would like to encourage them

1. To provide complete and most recent information regarding the traffic

characteristics of major and semi-major roads.
2. To work towards making Green Meadows Avenue as an alternate route
considering the results of this study.
3. To explore other roads, especially private ones, and try to optimize
them by using them for alternate routes, to minimize traffic, and
opening them to the public.
4. To be more rigid in collecting traffic-related data.

To the Future Researchers

1. To extend this study by finding the time and resources to conduct

further assessment of the research setting.
2. To consider other factors, such as the security of the respondents
within the area of the proposed alternate route.
3. To further investigate the effect of time slot to traffic volume.
4. To perform this investigation in other parts of the country and abroad.
5. To analyze the feasibility of this study considering all aspects (e.g.
political, societal, etc.), as much as possible.

For implementation

52
 Given these results and conclusions, the researchers would like to propose and
encourage to open Green Meadows Avenue as an alternate route for public utility
vehicles, to evade traffic congestion occurrence along C5 Road-Ortigas Avenue
intersection. The following UVs with routes listed are the PUVs that are to pass
through the proposed alternate route:

 Concepcion – Ayala
 Concepcion – SM Megamall
 Marikina – Greenhills Shopping Center V. SSS
 Marikina – Megamall
 Marikina – Ortigas
 Marikina Heights – Ayala
 Marikina Riverbank – Robinsons Galleria
 Sto. Nino (Marikina) – Ayala
 Sto. Nino (Marikina) – Ortigas Center

The alternate route:

From Eulogio Rodriguez Jr. Avenue (Libis), the PUVs are to take
Green Meadows Avenue from this point:

53
and will exit the route going to Ortigas Avenue from this point:

54
And vice versa. Given this alternate route, the researchers would like to remind the
motorists that traffic rules and regulations are still observed in this area.

This area will be provided with automated stoplights in every intersection to have a
synchronize traffic lights and no parking scheme signage to ease traffic and guide
motorists in C-5 Road Ortigas Avenue other factors, such as is to deploy enforcers
especially during rush hours to mandate traffic. Carpooling is yet another short term
solution in traffic. Other short-term solutions involve the reduction of vehicles on the
roads at peak hours of the day. There should be an effort to shorten the workweek for
some companies, or even government offices. Some idea is yet; some companies
should promote working at home or in places near their workers residences. Because
many employees need not be in the office every single day in a week, and many types
of work can be done at home, especially in this modern era we have. The government
can think and providing incentives to companies that have a well-developed system
for their employees to work outside the office, preferably in their homes so they not
do need to commute or drive daily.

REFERENCES

(NCTS), N. C. (2000). ECONOMIC IMPACT OF TRAFFIC CONGESTION IN METRO MANILA.

Abanes, L. K., Maniago, J. A., & Jos, I. B. (2017). Traffic Management at Junctions along Taft
Avenue Using Graph Theory.

Aguilar, M. (2014, October 08). Report: MMDA plans to open subdivision roads to ease urban
traffic. Retrieved from autoindustriya: autoindustriya.com

Asian Development Bank (ADB). (2012). Philippines: Transport sector assessment, strategy,
and road map.

55
CASTRO, J. T., KUSE, H., & HYODO, T. (2003). A STUDY ON THE IMPACT AND EFFECTIVENESS
OF THE TRUCK BAN SCHEME IN METRO MANILA.

Frialde, M. (2016, July 7). Traffic choke points in Metro Manila identified. Retrieved January
17, 2019, from PhilStar:
https://www.philstar.com/metro/2016/07/07/1600317/traffic-choke-points-metro-
manila-identified

Giron, A. (2017, May 22). ‘Kalayaan Routes’ opening seen to ease traffic in Imus. Retrieved
from Manila Bulletin: https://news.mb.com.ph

Jiang, X., Ji, Y., Du, M., & Deng, W. (2014). A Study of Driver’s Route Choice Behavior Based
on Evolutionary Game Theory.

Lin, P.-S., Hagen, L., Zhou, H., & Kou, C.-C. (2005). A Leading Practice for Interstate Route
Diversion.

Nagatani, T., & Tobita, K. (2012). Vehicular motion in counter traffic flow through a series of
signals.

Ortigas Center - Offices. (n.d.). Retrieved from Ortigas&Company:

https://www.ortigas.com.ph

Pan, J. (., Khan, M. A., Popay, I. S., Zeitouniy, K., & Borcea, C. (n.d.). Proactive vehicle re-
routing strategies for congestion avoidance.

REGIDOR, J. R. (2011). Evaluating the Effectiveness of Traffic Schemes for an Open Campus.

REGIDOR, J. R., & TEODORO, R. V. (2005). Traffi Impact Assessment for Sustainable Traffic
Management and Transportation Planning in Urban Areas.

Saxena, D. N., & Jain, D. N. (2017). Evaluation of Road Traffic Congestion by Shock Wave
Theory and Reduction.

TEKNOMO, K., & ARBOLERAS, E. P. (2014). Analyzing the effects of improper bus stop
operations using shock wave analysis, and the application of an Intelligent Bus Utility
System (iBus) as a solution.

Tobita, K., & Nagatani, T. (2013). Green-wave control of an unbalanced two-route traffic
system with signals.

Traffic Problems in the Philippines and Proposed Solutions. (2014, September 2). Retrieved
January 17, 2019, from FlatPlanet: http://www.flatplanet.com.au/hard-heads-the-
bpo-business-case/229-traffic-problems-in-the-philippines-and-proposed-solutions-

Wang, Y., & Zhang, C. (n.d.). ALTERNATIVE ROUTE STRATEGY FOR EMERGENCY TRAFFIC
MANAGEMENT BASED ON ITS: A CASE STUDY OF XI’AN MING CITY WALL.

56
 APPENDICES

Appendix A: Survey Questionnaire

Appendix B: Survey Results
Appendix C: TPMO- Government of Pasig Data
Appendix D: MMDA Data
Appendix E: Data from data.gov.ph and foi.gov.ph Website
Appendix F: LTFRB Data
Appendix G: Sample Copy of Letter of Request for Information

57
58
 APPENDIX A
Survey Questionnaire

SURVEY QUESTION:
Pangalan: _______________________________
Pumili ng isa:
o Drayber:
o Pro
o Non-pro
o Pasahero
o Trabaho: ___________

DIREKSYON: SUMAGOT NG YES OR NO

Oo Hindi

59
1.) Madalas ka ba sa paligid ng Green Meadows Avenue?
*Kung hindi, dumiretso sa 2.
 Tuwing kailan ka nasa paligid ng nasabing lugar? Lagyan ng tsek ang iyong
mga sagot.

o Mon
o Tuesday
o Wednesday
o Thursday
o Friday
o Saturday
o Sunday

 Tuwing anong oras ka nasa paligid ng nasabing lugar? Lagyan ng tsek ang
iyong mga sagot at kung anong araw.
o Bago 6am araw:______
o 6am – 9am araw:_____
o 9:01am – 4pm araw:_____
o 4:01pm – 9pm araw:_____
o 9:01pm – 12mn araw:____

 Ano ang madalas na lagay ng trapiko sa lugar? Pumili ng isa.

o Light Traffic
o Moderate Traffic
o Heavy Traffic
o Complete Standstill
Oo Hindi
2.) Madalas ka ba sa paligid ng C5-Libis-Ortigas?
*Kung hindi, dumiretso sa 3
 Tuwing kailan ka nasa paligid ng nasabing lugar? Lagyan ng tsek ang iyong
mga sagot.
o Mon
o Tuesday
o Wednesday
o Thursday
o Friday
o Saturday
o Sunday
 Tuwing anong oras ka nasa paligid ng nasabing lugar? Lagyan ng tsek ang
iyong mga sagot.
o Bago 6am araw:_____
o 6am – 9am araw:_____
o 9:01am – 4pm araw:_____
o 4:01pm – 9pm araw:_____
o 9:01pm – 12mn araw:____

60
  Ano ang madalas na lagay ng trapiko sa lugar? Pumili ng isa.

o Light Traffic
o Moderate Traffic
o Heavy Traffic
o Complete Standstill

3.) Bakit ka madalas sa lugar? Para ba ito sa trabaho, edukasyon, pasyalan at iba
pa? Paki deklara kung saan ka nanggaling at papunta, at kung ano ang iyong
pakay. Lagyan ng tsek ang iyong mga sagot.

Mula (Pumili ng isa):

o Quezon City (Katipunan, Blue Ridge)
o Marikina City/ Rizal
o Pasig City (Bagumbayan, Manggahan)
o Others: ___________________

Papunta (Pumili ng isa):

o Green Meadows area

o Ortigas Center
o Lanuza Avenue Area
o Dona Julia Vargas Avenue
o EDSA
o San Juan Area
o Others: ___________________

Pangunahing Pakay: (Pumili ng isa. Pakilagay ang pakay na establisyimento)

o Business / Profession
Establisyimento:__________________
o Education
Establisyimento:__________________
o Leisure and Recreation
Establisyimento:__________________
o Health and Medical Care
Establisyimento:__________________
o Religion / Pilgrimage
Establisyimento:__________________
o Transit
Establisyimento:__________________
o Others: ___________________

61
4.) Anong klaseng transportasyon ang iyong pangunahing sinasakyan papunta sa
nasabing lugar? Pribado o pampubliko? Pumili ng isa.

 Private
o Car
o Motorcycle

 Public
o Public Utility Jeepney (PUJ)
o Public Utility Vehicle (PUV)
o Public Utility Bus (PUB)
o Transport Network Vehicle Services (TNVS):
o Grab
o Angkas
o Others: _____________
Oo Hindi
5.) Naranasan / Nararanasan mo na ba ang trapik sa nasabing lugar?

a.) Kung oo;

 Saan banda ito nangyayari?
o C5 – Libis
o Before C5 – Ortigas Avenue Intersection
o After C5 – Ortigas Avenue Intersection
o Ortigas Avenue

 Anong oras ito kadalasang nangyayari?

o Bago 6am
o 6am – 8am
o 8:01am – 10am
o 10:01am – 12nn
o 12:01nn – 2pm
o 2:01pm – 4pm
o 4:01pm – 6pm
o 6:01pm – 8pm
o 8:01pm – 10pm
o 10:01pm – 12mn

 Sa iyong opinion, anong klaseng sasakyan ang pinaka nagdudulot ng trapik?

Pumili ng isa.

 Private
o Car
o Motorcycle

 Public
o Public Utility Jeepney (PUJ)
o Public Utility Vehicle (PUV)
o Public Utility Bus (PUB)
o Transport Network Vehicle Services (TNVS):
o Grab

62
 o Angkas
o Others: _____________
Oo Hindi
6.) Pabor ka bang gawing alternatibong ruta ang Green Meadows
Avenue para sa mga pampublikong sasakyan para makatulong
sa daloy ng trapiko?

Oo Hindi
7.) Sa tingin mo ba ay ito’y makakatulong?

 Kung oo, bakit? Lagyan ng tsek ang iyong pangunahing rason.

o Will lessen the time delay

o Less traffic volume
o Faster travel time for those not going to Ortigas
o Faster travel time for those going to Ortigas
o Others: _____________

 Kung hindi, bakit? Lagyan ng tsek ang iyong pangunahing rason.

o Will worsen time delay

o Increase in traffic volume
o Longer travel time for those not going to Ortigas
o Longer travel time for those going to Ortigas
o Compromising safety of residents in the area
o Others:_____________

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 APPENDIX B
Survey Results

TABLE A-L

64
65
66
TABLE M-X

67
68
TABLE Y-AJ

69
70
TABLE AK-AT

71
72
TABLE AQ-AZ

73
74
APPENDIX C
TPMO- Government of Pasig Data

75
76
77
78
APPENDIX D
MMDA Data

79
80
81
 APPENDIX E
Data from data.gov.ph and foi.gov.ph Website

82
DATA.GOV.PH Data

83
84
85
86
87
88
APPENDIX F
LTFRB Data

89
LTFRB Data

90
91
92
93
94
95
96
97
98
LTFRB DATA (JEEP)

99
100
101
102
103
104
105
 APPENDIX G
Sample copy of Letter of Request for
Information

106
REQUEST LETTER

107
108
109
110