Chapter 1

THE PROBLEM AND ITS BACKGROUND

This chapter includes the introduction, background of the study, statement

of the problem, theoretical and conceptual framework, objectives and assumption

of the study, scope and limitation, significance of the study and definition of terms.

Introduction

Transportation plays an essential role in the economic growth of every

country. The occurrence of traffic congestion has always been a problem for many

Filipino citizens. The Philippines ranked 9th among countries with the worst traffic

worldwide and ranked 4th in Asia according to the report by Numbeo. The study

compared 88 countries where each was computed with a traffic index used for

comparison and ranking (Hegina, 2015). But to see that interaction materialize in

practice, a provision of a suitable traffic management system is imminent.

Roads are the essential medium of transporting goods and people from one

place to another. As the number of vehicles increases, the roads are being used

more often, resulting in traffic congestion due to the massive volume. Generally,

road network links in the urban areas frequently intersect, thus leading to conflicts

between opposing flows of traffic and delays and accidents. The intersections are

vital points in a transportation network, and their efficiency of operation

dramatically influences the performance of the entire network (Kumar, et al., 2018).
 2

A roundabout is a type of circular-shaped intersection in which traffic travels

counter-clockwise (in the Philippines and other right-hand traffic countries).

Roundabouts have been proven safer and more efficient than other types of

circular intersections. Roundabouts were better than traffic signals at intersections

with low to medium traffic volumes. They reduce the overall delay, better handle

intersections with high volumes of left turns, reduce fatal and injury accidents,

reduce the speed of approaching vehicles to the intersection, have lower

maintenance costs, and provide an opportunity for landscaping inside the central

island (Abdullah, 2015). There are no traffic signals or stop signs in the

roundabout. Drivers yield at the entry leg to give way on vehicles passing through

the roundabout, then enter the intersection and exit at their desired road.

Roundabouts are gaining wide acceptance as a viable alternative to

traditional intersections worldwide, particularly in Europe and North America.

Several studies are reporting an increase in service levels and traffic flow when

converting traditional intersections into roundabouts. Increasing safety levels have

also been mentioned in the studies comparing before and after conditions (Jensen,

2013), and historical analysis studies (Gross, et al., 2013). Roundabouts are

increasingly proposed as an alternative method of managing conflict points in

intersections (National Academies of Sciences, Engineering, and Medicine, 2010).

Roundabouts (in the Philippines, commonly known as "rotundas") were

classical elements found in all civilized cities in the world. In those days, the

Philippines could be counted as one of those cities. Our roundabouts were built as

part of a more excellent master plan prepared by Daniel Burnham, the great
 3

American city planner and architect. His plan of 1905 was followed, more or less,

until World War II, and the roundabouts were part of his grand transport network.

The network was linked sections of the city via wide, tree-lined avenues, fountain

or monument-embellished rotundas, pedestrian-friendly sidewalks, or landscape

parkways (Alcazaren, 2001).

Background of the Study

Lico's Park Circle or Liwasang Lico is a circular park located along with L.

Sumulong Memorial Circle Highway, a.k.a. Circumferential Road in Brgy. San

Jose, Antipolo City, Rizal. The park was named after Jose N. Lico and donated by

his heirs. The circular park has one big tree in the middle. It is in the middle of four

connecting streets; thus, it serves as circular traffic.

Public utility buses, vehicles, and jeepneys are passing along this park. The

vehicles traveling from Manila to Tanay, Teresa, and Pililla, will pass through this

park if their route is via Antipolo.

The Liwasang Jose N. Lico Park Roundabout is experiencing traffic

congestion, particularly during rush hour. The most common factor affecting the

traffic flow is the huge number of vehicles approaching from different legs

connected to the roundabout.

Due to this case, the researchers proposed a traffic management system

for Liwasang Jose N. Lico Park to solve the problem and organize traffic flow on

the said roundabout. However, the City Government of Antipolo did not approve
 4

the researchers’ request for the history of Lico’s Park roundabout, so, it became

challenging for them to propose a new traffic management system.

Statement of the Problem

Roundabout was placed at the intersection to slow down the vehicles and

to have a better traffic flow of all the vehicles entering the roundabout. However,

in Liwasang Jose N. Lico Park roundabout, the volume exceeds its capacity

resulting in huge traffic congestion, especially during peak hours.

Since tricycles have the most volume of vehicles passing at the roundabout,

the researchers came up with several possible solutions to solve the existing

problem. This study focuses on minimizing the volume of tricycles to reduce the

traffic congestion that is currently happening today.

Theoretical Framework

In this study, the researchers proposed a traffic management system for

Liwasang Jose N. Lico Park Roundabout to minimize the growing problem of heavy

traffic congestion. In conducting this study, the researchers considered the U.S.

Highway Capacity Manual (HCM), the U.S. Federal Highway Administration

(FHWA), and the Department of Public Works and Highways (DPWH) standards

for the Traffic Management Plan (TMP’s). The researchers used these concepts

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

The data generated out of the traffic-related quantities, as mentioned,

served as input in proposing a traffic management system for Liwasang Jose N.

Lico Park and other similar locations in Antipolo City.

 5

Conceptual Framework

This study used the Coombs System of Approach, which shows the input,

process, and output, as shown in Figure 1.

The input was the volume of vehicles, gathered with the use of 15-hour

survey prepared for the study.

The process includes the collection of data, performance analyses of

existing roundabout, and proposed traffic management systems for the

roundabout.

The output shows the proposed traffic management system for Liwasang

Jose N. Lico Park Roundabout.

Objectives of the Study

The main objective of this study is to propose a traffic management system

for Liwasang Jose N. Lico Park, particularly it aimed to:

1. Determine the traffic flow in the roundabout for the span of fifteen hours.

2. Determine the peak hour volume at the roundabout.

3. Determine the distribution of vehicles passing the roundabout by vehicle

type and turning movement during peak hours.

4. Determine the performance of the existing design of roundabout in terms of

control delay and level of service.

5. Determine the performance of the proposed traffic management system in

terms of control delay and level of service.

 6

INPUT
❖ Volume of vehicles
o Volume of vehicles by vehicle type
o Volume of vehicles by routes or turning movements

PROCESS
❖ Collection of Data
o 15-hour Survey
o Peak Hour Volume
❖ Performance Analysis of Existing Roundabout
o Average Control Delay
o Level of Service
❖ Performance Analysis of Proposed Traffic Management
System for the roundabout
o Average Control Delay
o Level of Service

OUTPUT
❖ Proposed Traffic Management System for Lico’s Park
Roundabout

Figure 1
The Conceptual Framework
 7

Assumptions of the Study

In order for the researchers to have a smooth transition of the process of this

study the following assumptions had been made:

1. There are no pedestrians crossing in the roundabout.

2. There are no bicycles passing at the roundabout.

3. The maximum passenger capacity of a tricycle is limited to 4 passengers.

4. The maximum number of passenger capacity of a jeepney is limited to 20

passengers.

Scope and Limitation of the Study

The Civil Engineering students of the University of Rizal System Antipolo

Campus performed this study during the academic year 2018-2019 and 2019-

2020. This study was limited to the vehicles passing at Liwasang Jose N. Lico Park

Roundabout such as tricycles, motorcycles, cars, jeepneys, trucks, goods utilities,

small buses, and large buses. They were counted, but bicycles crossing the area

were not included in the count. Drone was used to collect accurate data of specific

vehicles that passed through the roundabout.

Significance of the Study

The researchers believed that the result of the study will be significant and

beneficial to the following:

City of Antipolo. Information or ideas from this study will serve as basis to

improve the traffic flow in the roundabout.

 8

Drivers. This study will provide traffic system in the roundabout that will

result in less traffic congestion and less travel time for road users.

Passengers. This study will provide improvements to the roundabout that

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

Future Researchers. This study will serve as cross-reference that will give

them background or overview of the traffic management system in roundabouts.

The ideas presented may be used as reference for conducting new researches.

Definition of Terms

For a better understanding of this study the following terms were defined

conceptually and operationally:

Congestion. Hindrance or blockage of the passage of something, for

example, a fluid, mixture, traffic, people, etc. (due to an excess of this or due to a

partial or complete obstruction), resulting in overfilling or overcrowding.

Departure. The action of leaving or exit from the roundabout.

Pedestrian. A person walking along a road or in a developed area.

Public Utility Vehicle (PUV). Refers to a motor vehicle considered as a

public transport conveyance or common carrier duly registered with the Land

Transportation Office (LTO) and granted a franchise by the Land Transportation

Franchising and Regulatory Board (LTFRB).

Roundabout. Another term for a rotary intersection.

 9

Traffic. On roads may consist of pedestrians, ridden or herded animals,

vehicles, streetcars, buses, and other conveyances, either singly or together, while

using the public way for purposes of travel.

Traffic Flow. The study of interactions between travelers and infrastructure

with the aim of understanding and developing an optimal transport network with

efficient movement of traffic and minimal traffic congestion problems.

Road Inventory. This includes road location using both coordinate and

linear referencing systems, road width, road length, and pavement type.

Level of Service. A qualitative measure used to relate the quality of motor

vehicle traffic service.

 Chapter 2

RESEARCH METHODOLOGY

This chapter presents the methods and procedures used in this study.

Presented were the following: Research technical design, research technical

instruments, setting and subject of the study, sources of data, procedure, and

statistical treatment of data.

Research Technical Design

The researchers used the developmental research design. Developmental

research design as defined by Richey (1994) is the systematic study of designing,

developing, and evaluating instructional processes, programs, and products that

must meet criteria of internal consistency and effectiveness.

In this study, the developmental research design is employed to come up

with the design and development of traffic management system in Lico’s Park

roundabout through collecting of data which include traffic counts, evaluating the

gathered information, processing and computing the counted vehicles for the

efficiency of the study.

Research Technical Instrument

The researchers used Traffic Counts for gathering data and information.

Traffic Counts is the most basic of all parametric studies, as volume (or rate flow)

is the unit to quantify traffic demand or the amount of traffic. Thus, volume as
 11

parameter most often used to quantify demand is also used in planning, design,

control, operation and management analyses (Regidor, et al., 2007).

In this study, traffic counts for each vehicle type and turning movement were

tabulated in a researcher-made spreadsheet to identify the peak hour traffic flow

at Lico’s Park Roundabout. The data collected were used in performance analysis

and management plans of the roundabout.

Setting of the Study

The study was conducted at Liwasang Jose N. Lico Park (83 L. Sumulong

Memorial Circle, Brgy. San Jose, Antipolo City, 1870 Rizal). Liwasang Jose N. Lico

Park is in the middle of a junction of roads in Antipolo City shown in Figure 2, which

include L. Sumulong Memorial Circle, E. Rodriguez Avenue, and Sto. Niño Street.

L. Sumulong Memorial Circle intersects with Sumulong Highway at the north-

western circuit, which is through Marikina City, Cainta, and Masinag; and Ortigas

Ave. Extension at the western circuit, which is the way through Taytay and Ortigas

Avenue, and Cainta (Department of Public Works and Highways, 2018). E.

Rodriguez Avenue is the way through Teresa, Tanay, Morong, and Pililla. Sto. Niño

Street is the way through Brgy. San Isidro, and the town proper of Antipolo City.

Establishments near and around the area are Jollibee, Burger King, Max's

Restaurant, Department of Trade and Industry (Rizal Provincial Office), Seisha

Coffee Shop, Flying V Gasoline Station, Bank of the Philippine Island, Claveria

Plaza, Banco Rodriguez, Gems Hotel, and Hap Chan Restaurant.

 12

N
Courtesy: Google™ Maps

Courtesy: Dominic R. Datuin

Figure 2
Vicinity Map of Liwasang Jose N. Lico Park,
Antipolo City, Rizal
 13

Subject of the Study

The subject of the study is the roundabout located along the end of Sto.

Nino Street, namely Liwasang Jose N. Lico Park. Lico’s Park Circle or Liwasang

Lico is a circular park located along L. Sumulong Memorial Circle in Brgy. San

Jose, Antipolo City, Rizal. The park was named after Jose N. Lico and donated by

his heirs. The circular park has one big tree in the middle. It is in the middle of four

connecting streets; thus, it serves as circular traffic.

Sources of Data

The primary source of data was the drone. The drone was placed on a

specific area focusing on the center island with different routes connected at the

roundabout and was recorded the vehicular traffic scenario for the span of 15

hours.

The secondary source of data is the book of National Academies of

Sciences, Engineering, and Medicine in the U.S.A., “NCHRP Report 672:

Roundabouts: An Informational Guide Second Edition”, which contains an

informational guide for analyzing the performance of roundabouts. The

researchers used this book as the basis for analyzing the performance of Lico’s

Park Roundabout considering average control delay, volume-to-capacity ratio, and

level of service.

Procedure of the Study

A drone survey was conducted to record the traffic scenario at the

roundabout for the period of fifteen (15) hours from 6:00 A.M. to 9:00 P.M. at a 15-
 14

minute interval. Afterward, the video was played in VLC Media player in slow mode

and counted the volume of vehicles on the entry of each leg and circulating

roadways. Vehicles were classified into trucks, large buses, tricycles, jeepneys,

goods utility vehicles, small buses, cars, and motorcycles.

Figure 3 shows the Entry Flow distributions and Circulating Flow at Lico’s

Park Roundabout. Entry flow is simply the sum of the through, left, and right turn

movements on an entry. For any vehicles approaching or entering the intersection,

there are four possible turning movements of traffic, namely left turn (L), straight

or through the turn (TH), and right turn (R). In this case, routes are assigned for

the turning movements of vehicles from the entry of each leg of Lico’s Park

Roundabout shown in Table 1.

ENTRY LEG

V2 V1
2

m
V4
V3

TOTAL ENTRY FLOW CIRCULATING FLOW

Figure 3
Entry Flow and Circulating Flow at Licos’s Park Roundabout
 15

Table 1
Turning Movements (Entry and Departure)

ROUTE ENTRY DEPARTURE

L. Sumulong Memorial
VLSMC(A)(L) Sto. Nino Street
Circle (A)

L. Sumulong Memorial L. Sumulong Memorial

VLSMC(A)(TH)
Circle (A) Circle (B)

L. Sumulong Memorial
VLSMC(A)(R) E. Rodriguez Avenue
Circle (A)

L. Sumulong Memorial
VERA(L) E. Rodriguez Avenue
Circle (A)

VERA(TH) E. Rodriguez Avenue Sto. Nino Street

VERA(R) E. Rodriguez Avenue L. Sumulong Memorial

Circle (B)
L. Sumulong Memorial
VLSMC(B)(L) E. Rodriguez Avenue
Circle (B)
L. Sumulong Memorial L. Sumulong Memorial
VLSMC(B)(TH)
Circle (B) Circle (A)
L. Sumulong Memorial
VLSMC(B)(R) Sto. Nino Street
Circle (B)

L. Sumulong Memorial
VSNS(L) Sto. Nino Street
Circle (B)

VSNS(TH) Sto. Nino Street E. Rodriguez Avenue

L. Sumulong Memorial
VSNS(R) Sto. Nino Street
Circle (A)
 16

Circulating flow is the sum of the vehicles from different movements passing

in front of the adjacent upstream splitter island. Equations 1, 2, 3, and 4 were used

in calculating the total circulating flow of vehicles in the roundabout based on

Figure 3. At existing roundabouts, these flows can simply be measured in the field.

Right turns are included in entry flows and require capacity, but are not included in

the circulating flows downstream because they exit before the next entrance

(Kumar, et al., 2018).

V1CIRC= VERA(L) + VLSMC(B)(L) + VLSMC(B)(TH) eq. 1

V2CIRC = VSNS(L) + VSNS(TH) + VLSMC(B)(L) eq. 2
V3CIRC = VSNS(L) + VLSMC(A)(L) + VLSMC(A)(TH) eq. 3
V4CIRC = VERA (L) + VERA (TH) + VLSMC(A)(L) eq. 4

Where:
V1CIRC., V2CIRC, V3CIRC, V4CIRC = Circulating flow stations
VERA = Volume of vehicles at E. Rodriguez Avenue
VLSMC(A) = Volume of vehicles at L. Sumulong Memorial Circle (A)
VLSMC(B) = Volume of vehicles at L. Sumulong Memorial Circle (B)
VSNS = Volume of vehicles at Sto. Nino St.

Average Control Delay

Humoody, et al. (2008) developed an empirical simulation models for

estimating the average control delay for through and left-turning movement from

the micro-simulation model, developed in his study, which is RONDSIM

(Roundabout Simulator), the model for left-turning vehicles in passenger car units

per hour (pcu/hr) with adjusted R^2 equals to 0.984 was:

 17

𝐀𝐯𝐞𝐫𝐚𝐠𝐞 𝐂𝐨𝐧𝐭𝐫𝐨𝐥 𝐃𝐞𝐥𝐚𝐲 = √𝐋𝐞𝐟𝐭 𝐓𝐮𝐫𝐧 𝐕𝐨𝐥𝐮𝐦𝐞 eq. 5

Unit: seconds/vehicle (sec/veh)

Passenger Car Equivalent Factor (PCEF)

The capacity of a roadway is typically expressed in passenger car units per

hour (pcu/hr), and it depends on the so-called passenger car equivalent factors

(PCEF) of the different vehicle types that compose the traffic (National Academies

of Sciences, Engineering, and Medicine, 2010).

The Philippine Department of Pulic Works and Highways (DPWH) defines

the passenger car equivalent factor (PCEF) values for each vehicle type shown in

Table 2, which serves as a multiplier to the number of each vehicle type to get the

passenger car units per hour. Since the traffic volumes are in pcu/hr, the existing

flow has to be converted to the same unit.

Table 2
PCEF Values (DPWH, Highway Planning Manual)

VEHICLE TYPE PCEF

TRICYCLE 1.5

MOTORCYCLE 0.5

CAR 1

JEEPNEY 1.5

TRUCK 2.5

GOODS UTILITY 1.5

SMALL BUS 1.5

LARGE BUS 2
 18

Entry Capacity

To estimate the entry capacity of each leg of the roundabout, the Highway

Capacity Manual (HCM) employs a simple, empirical regression model to reflect

the entry capacity of the roundabouts with multi-lane entry and multi-lane

circulating stream, based on circulating flow.

Circulating flows have significant effect on entry capacity and average

control delay. The entry capacity of a roundabout entry decreases as the

circulating flow increases. In general, circulating flow that passes directly in front

of the subject entry leg (National Academies of Sciences, Engineering, and

Medicine, 2010). The equation for estimating the capacity is given by:

−𝟑 (𝐕𝐜𝐢𝐫𝐜)
𝐂𝐞 = 𝟏𝟏𝟑𝟎𝒆−𝟎.𝟕𝐱𝟏𝟎 eq. 6

Where:
Vcirc = Demand Circulating Flow of vehicles in pcu/hr
Ce = Entry Capacity in pcu/hr

Volume-To-Capacity Ratio or V/C Ratio

The volume-to-capacity (V/C) ratio is a comparison of the demand at the

roundabout entry to the capacity of the entry and provides a direct assessment of

the sufficiency of a given design (National Academies of Sciences, Engineering,

and Medicine, 2010). For a given lane, the volume-to-capacity ratio, x, is calculated

by dividing the leg’s calculated capacity into its demand flow rate, as shown in

Equation (7):

𝐕𝐞
𝐱= eq. 7
𝐂𝐞
 19

Where:
x = Volume-To-Capacity Ratio
𝑉𝑒 = Leg Demand Entry Volume
𝐶𝑒 = Leg Entry Capacity

Level of Service Based on Average Control Delay

Table 3 shows the criteria of defining Level of Service (LOS) for

roundabouts as a function of average control delay. The Highway Capacity Manual

(HCM) defines Level of Service as a quantitative stratification of a performance

measure or measures that represent that quality of service.

Table 3
Level of Service for Roundabouts Using Average Control Delay

LEVEL OF LEVEL OF
AVERAGE
SERVICE SERVICE
CONTROL DESCRIPTION DESCRIPTION
(LOS) IF (LOS) IF
DELAY (s)
V/C <1.0 V/C >1.0

LESS
A Free flow F
THAN 10 s

Reasonably
10-15 s B F
free flow

15-25 s C Stable flow F Forced or

Approaching breakdown on
25-35 s D F flow
unstable flow

35-50 s E Unstable flow F

Forced or
GREATER
F breakdown on F
THAN 50 s
flow
 20

Based on Table 3, the average control delay of less than 10 s indicates LOS

A, means “Free flow.” Traffic flows with low volumes and high speeds, and

motorists are free to maneuver through lanes. The average control delay ranging

from 10-15 s indicates LOS B, means “Reasonably free flow.” Traffic flows freely

as LOS A, but speeds begin to be restricted by traffic conditions, and motorists are

slightly restricted to maneuver through lanes. The average control delay ranging

from 15-25 s indicates LOS C, means “Stable flow.” Traffic is nearly free to flow,

but most drivers must be aware of their speed, and motorists are restricted to

maneuver through lanes. The average control delay ranging from 25-35 s indicates

LOS D, means “Approaching unstable flow.” Traffic volume slightly increases,

which results in a decrease in speeds, and motorists are much more restricted to

maneuver through lanes. The average control delay ranging from 35-50 s

indicates LOS E, means “Unstable flow.” Traffic flow becomes variable speed

varies because there are not enough gaps to maneuver. Lastly, the average

control delay of higher than 50 s indicates LOS F, means “Forced or breakdown

on flow.” Every vehicle moves in lockstep with the car in front of it, with frequent

slowing required.

As Table 3 notes, LOS F is assigned if the volume-to-capacity ratio of a lane

exceeds 1.0 regardless of the control delay. For assessment of LOS at the

approach and intersection levels like roundabouts, LOS is based solely on average

control delay.
 21

Statistical Treatment of Data

The treatment used by the researchers was the percentage distribution for

the percentage frequency of each vehicle type entering the roundabout. The

formula for percentage is given by:

𝐟
%𝐏 = 𝐍 × 𝟏𝟎𝟎 eq. 8

Where:

%P = Percentage frequency

f = frequency

N = Total no. of vehicles

 Chapter 3

PRESENTATION, ANALYSIS AND INTERPRETATION

OF DESIGN RESULT

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

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

used tables and graphs.

Fifteen (15)-Hour Survey at The Roundabout

Figure 4 shows the total volume of vehicles during the fifteen (15)-hour

survey at 1-hour intervals. The largest volume of vehicles entering Lico’s Park

Roundabout is 9789 pcu/hr at 6:00 – 7:00 P.M. This means that the peak hour

period at Liwasang Jose N. Lico Park is at 6:00 – 7:00 P.M.

These findings imply the study of Regidor, et al. (2007) done in Urdaneta

City, Pangasinan that the peak hour period commonly observed in most urban

areas is at 4:00 – 8:00 P.M.

9789
PASSENGER CAR UNIT

8996
8494 8506
7994 7681
7361 7495
7101 7150 6995
6248 6397 6463 6554
10-11 AM

12 NN-1 PM

1-2 PM

2-3 PM

3-4 PM

4-5 PM

5-6 PM

6-7 PM

7-8 PM

8-9 PM
7-8 AM

8-9 AM

9-10 AM

11 AM-12 NN
6-7 AM

12TOTAL
NN-1VOLUME
PM
6-7 PM VOLUME AT PEAK
TOTAL
TIME INTERVAL HOUR

Figure 4
15-Hour Survey (pcu/hr)
 23

Peak Hour Volume

Table 4 shows the demand volume of vehicles entering the roundabout

during peak hour.

Table 4
Demand Volume Of Vehicles Entering The Roundabout
During Peak Hour (pcu/hr)

LARGE BUSES
MOTORCYCLE
TRICYCLE

JEEPNEY

GOODS
UTILITY
TRUCK

BUSES
CAR
ROUTE TOTAL

STO. NINO STREET LEG (VSNS)

VSNS(R) 384 39 17 0 0 0 0 0 440
VSNS(TH) 987 141 57 11 8 11 0 0 1214
VSNS(L) 117 36 15 5 0 3 0 0 175
SUB-TOTAL 1488 216 89 16 8 14 0 0 1829

E. RODRIGUEZ AVE. LEG (VERA)

VERA(R) 108 36 288 51 30 3 0 0 516
VERA(TH) 441 63 42 9 0 0 0 0 555
VERA(L) 1404 258 324 0 60 12 0 0 2058
SUB-TOTAL 1953 357 654 60 90 15 0 0 3129
L. SUMULONG MEMORIAL CIRCLE (B) LEG (VLSMC(B))
VLSMC(B)(R) 143 11 27 0 0 14 0 0 195
VLSMC(B)(TH) 804 149 260 0 48 36 0 0 1297
VLSMC(B)(L) 308 98 274 0 73 20 0 0 771
SUB-TOTAL 1255 258 561 0 121 70 0 0 2263

L. SUMULONG MEMORIAL CIRCLE (A) LEG (VLSMC(A))

VLSMC(A)(R) 347 74 90 8 28 14 0 0 1822
VLSMC(A)(TH) 131 29 6 3 10 9 0 0 559
VLSMC(A)(L) 1073 315 319 42 50 24 0 0 188
SUB-TOTAL 1551 418 415 53 88 47 0 0 2568

GRAND TOTAL 6247 1249 1719 129 307 146 0 0 9789

PERCENTAGE 63.81% 12.76% 17.56% 1.32% 3.14% 1.49% 0 0 100.00%

 24

Based on Table 4, E. Rodriguez Avenue leg has the highest demand flow

of vehicles with a total of 3129 pcu/hr., followed by L. Sumulong Memorial Circle

(A) leg, L. Sumulong Memorial Circle (B) leg, and Sto. Nino Street leg with 2568

pcu/hr., 2263 pcu/hr. and 1829 pcu/hr., respectively. The data shows that 63.81%

of the vehicles are tricycles. 17.56% are cars, 12.76% are motorcycles, 3.14% are

trucks, 1.49% are goods utility vehicles, and 1.32% are jeepneys. This means that

most of the vehicles passing the roundabout are tricycles.

Performance of the Existing Design of Roundabout in terms of Control Delay

and Level of Service

Table 5 shows the level of service of each leg of Lico’s Park Roundabout

using their corresponding average control delay.

Table 5
Level of Service of each Leg of the Roundabout Based on
Calculated Average Control Delay

AVERAGE
LEVEL OF
LEG CONTROL DESCRIPTION
SERVICE
DELAY (sec/veh)

L. Sumulong Approaching
27.803 D
Memorial Circle (B) unstable flow

Sto. Nino Street 15.922 C Stable flow

L. Sumulong
16.568 C Stable flow
Memorial Circle (A)

E. Rodriguez Forced or
54.717 F
Avenue breakdown on flow
 25

Based on Table 5, the average control delay of vehicles along E. Rodriguez

Avenue is 54.717 sec/veh while in Sto. Nino Street, L. Sumulong Memorial Circle

(A) and L. Sumulong Memorial Circle (B) are 15.922 sec/veh, 16.568 sec/veh and

27.803 sec/veh respectively. This means that the vehicles along E. Rodriguez

Avenue leg have experienced the greatest delay among the vehicles along the

other legs in the roundabout.

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

worst than the level of service (LOS) of other legs connected in the roundabout.

This supports the Highway Capacity Manual (HCM) 2010 which explains that the

average control delay greater than 50 sec. indicates LOS F, which means it has a

breakdown on flow.

Table 6 shows the Level of Service of each leg of Lico’s Park Roundabout

based on volume-to-capacity ratio.

Table 6
Level of Service of each Leg of the Roundabout Based on V/C Ratio

V/C LEVEL OF
LEG DESCRIPTION
RATIO SERVICE

Sto. Nino Street 10.0 F Forced or breakdown

on flow
L. Sumulong Memorial
1.44 F Forced or breakdown
Circle (A) on flow

E. Rodriguez Avenue 4.17 F Forced or breakdown

on flow

L. Sumulong Memorial F Forced or breakdown

4.71
Circle (B) on flow
 26

Based on Table 6, the calculated volume-to-capacity ratio of Sto. Nino

Street, L. Sumulong Memorial Circle (A), E. Rodriguez Avenue and L. Sumulong

Memorial Circle (B) are 10.0, 1.44, 4.17 and 4.71 respectively. This indicates that

the demand flow of vehicles entering from each leg of the roundabout has

exceeded the corresponding entry capacity.

These findings imply that the level of service (LOS) of each leg connected

in the roundabout is F, which means forced or breakdown on flow. This supports

the Highway Capacity Manual (HCM) 2010 which explains that the volume-to-

capacity ration greater than 1.0. indicates LOS F, which means it has a breakdown

on flow.

Proposed TMS 1: Conversion of Normal Tricycle to E-Tricycle

A rough estimate made by the Public Transport Regulatory Board (PTRB)

in charge of issuing franchise to tricycle operators showed that there are 15,000

driver-operators of motorized tricycle plying daily in the city (Andrade, 2020).

Electric tricycle or E-trike is the same as tricycle in terms of configuration or

almost similar to that of the traditional one which is three-wheeled, and can ferry

several passengers and dependent on the body design and capacity of the motor

engine. E-trike is run by electricity while the latter one is gas-fed. A typical tricycle

design popular in the Philippines is a sidecar which is attached to the side of a

motorcycle for carrying passengers.

A tricycle in Antipolo City is comprised of a standard conventional adult

tricycle and a one child seat connected with the operator’s portion of the vehicle.

The seating capacity is 4 passengers and one driver. E -trike design in the market
 27

can load up to 9 passengers including the driver. This means that one E-trike is

comparable to 2 two motorized tricycles (Balaria, et al., 2017). For the conversion:

𝐧𝐮𝐦𝐛𝐞𝐫 𝐨𝐟 𝐞𝐥𝐞𝐜𝐭𝐫𝐢𝐜 𝐭𝐫𝐢𝐜𝐲𝐜𝐥𝐞 = (𝐧𝐮𝐦𝐛𝐞𝐫 𝐨𝐟 𝐭𝐫𝐢𝐜𝐲𝐜𝐥𝐞)/2 eq. 9

Table 7 shows the average control delay of the proposed TMS 1 with its

corresponding level of service.

Table 7
Average Control Delay of the Proposed TMS 1 With Corresponding
Level of Service of each Leg of Roundabout.

AVERAGE DESCRIPTION
LEVEL OF
LEG CONTROL
SERVICE
DELAY (sec/veh)

L. Sumulong
Approaching
Memorial Circle 26.87 D
unstable flow
(B)
Reasonably free
Sto. Nino Street 12.51 B
flow
L. Sumulong
Reasonably free
Memorial Circle 12.884 B
flow
(A)

E. Rodriguez
42.705 E Unstable flow
Avenue

Based on Table 7, the average control delay along E. Rodriguez Avenue is

42.705 sec/veh while in Sto. Nino Street, L. Sumulong Memorial Circle (A) and L.

Sumulong Memorial Circle (B) are 12.51 sec/veh, 12.884 sec/veh and 26.87

sec/veh respectively. This means that the delay experienced by each leg which is

connected to Jose N. Lico Park Roundabout is reduced from around 3 sec/veh to

12 sec/veh.
 28

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

based on the proposed TMS 1 is better than the existing one. The level of service

of E. Rodriguez Avenue improves from F to E. Sto. Nino Street and L. Sumulong

Memorial Circle (A) also improves from C to B. While the level of service of L.

Sumulong Memorial Circle (B) remains the same. This shows that there is an

improvement in the average control delay and would mean a decongestion in

Lico’s Parks roundabout, and the roads connected with it.

Proposed TMS 2: Converting Volume of Tricycle to Volume of Jeepney

Tricycle is a slow-moving vehicle, with 25-30 kph as normal maximum

speed, caused considerable queueing on road, particularly along areas with heavy

roadside friction (Department of Public Works and Highways, 2013) and has few

capacities of passengers. Based on the data shown in Table 4, the tricycle has the

greatest volume among all vehicle types with 63.81% of total entry flow in the

roundabout. In order to lessen the traffic, the researchers proposed the conversion

of the number of tricycles to the number of jeepneys.

Jeepneys can hold up to 20 people at a time, though not all those

passengers may actually fit inside the vehicle (Westerman, 2018). The

researchers asssumed that jeepney has a passenger capacity of 20 and the

tricycle has 4. For the conversion:

𝐧𝐮𝐦𝐛𝐞𝐫 𝐨𝐟 𝐣𝐞𝐞𝐩𝐧𝐞𝐲 = (𝐧𝐮𝐦𝐛𝐞𝐫 𝐨𝐟 𝐭𝐫𝐢𝐜𝐲𝐜𝐥𝐞)/𝟓 eq. 10

Table 8 shows the average control delay of Proposed TMS 2 with

corresponding level of service of each leg of roundabout.

 29

Table 8
Average Control Delay of the Proposed TMS 2 With Corresponding
Level of Service of each Leg of Roundabout
AVERAGE
LEVEL OF
LEG CONTROL DELAY DESCRIPTION
SERVICE
(sec/veh)

L. Sumulong
Memorial Circle 22.956 C Stable flow
(B)

Sto. Nino Street 9.1104 A Free flow

L. Sumulong
Memorial Circle 9.1652 A Free flow
(A)

E. Rodriguez Approaching
30.578 D
Avenue unstable flow

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

which is 30.578 while Sto. Nino Street, L. Sumulong Memorial Circle (A) and L.

Sumulong Memorial Circle (B) have 9.1104 sec/veh, 9.1652 sec/veh and 22.956

sec/veh, respectively. This means that the delay experienced by each leg which is

connected to Jose N. Lico Park Roundabout is reduced from around 8 sec/veh to

25 sec/veh.

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

based on the proposed TMS 2 is better than the existing one. The level of service

of E. Rodriguez Avenue improves from F to D. The level of service of Sto. Nino

Street and L. Sumulong Memorial Circle (A) also improves from C to A. The level

of service of L. Sumulong Memorial Circle (B) improves from D to C. This shows

that there is an improvement in the average control delay and would mean a

decongestion in Lico’s Parks roundabout, and the roads connected with it.
 Chapter 4

SUMMARY OF FINDINGS, CONCLUSION AND

RECOMMENDATIONS

This chapter presents the summary of findings, conclusions derived from

these findings and recommendations for future researchers of similar concern.

Summary of Findings

The study focused on the proposed traffic management system for Lico’s

Park Roundabout based on average control delay and level of service. Specifically,

this study aimed to determine the following:

On 15-Hour Survey of Traffic Flow

The data showed that the largest volume of vehicles entering the

roundabout is 9789 (pcu/hr) at 6:00 –7:00 P.M. Therefore, the peak hour period

was at 6:00 – 7:00 P.M. This period is within the commonly observed peak hour in

most urban areas, which are from 4:00–8:00 P.M.

On Peak Hour Volume at the Roundabout

The data gathered showed that E. Rodriguez Avenue leg has the highest

demand flow of vehicles during peak hour with a total of 3129 pcu/hr, followed by

L. Sumulong Memorial Circle (A) leg, L. Sumulong Memorial Circle (B) leg, and

Sto. Nino Street leg with 2568 pcu/hr., 2263 pcu/hr. and 1829 pcu/hr., respectively.

Therefore, the total volume of vehicles was 9789 pcu/hr.

 31

On Distribution of Vehicles Passing the Roundabout

The researchers determined that most of the vehicles passing the

roundabout were tricycles with 63.81% frequency, followed by cars and

motorcycles with 17.56% and 12.76%, respectively.

On Performance Analysis of Existing Roundabout

Based on the performance analysis of Lico’s Park Roundabout, it was found

out that the level of service L. Sumulong Memorial Circle (B), Sto. Nino St., L.

Sumulong Memorial Circle (A), and E. Rodriguez Avenue legs in terms of delay

were D, C, C, and F, respectively. It was also found out that the demand flow of

vehicles entering from each leg of the roundabout has exceeded to the

corresponding entry capacity, resulting to breakdown on traffic flow.

On Performance Analysis of Proposed Traffic Management System

As for TMS 1, the researchers found out that the level of service of L.

Sumulong Memorial Circle (B), Sto. Nino St., L. Sumulong Memorial Circle (A),

and E. Rodriguez Avenue legs in terms of delay were D, B, B, and E, respectively.

Due to the dominance of tricycles to the huge volume of vehicles, converting

normal tricycle into E-tricycle had a big difference in terms of improving the

average control delay. This traffic management system minimizes the traffic

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

existing one.

As for TMS 2, the researchers found out that the level of service of L.

Sumulong Memorial Circle (B), Sto. Nino St., L. Sumulong Memorial Circle (A),

and E. Rodriguez Avenue legs in terms of delay were B, A, A, and D, respectively.

 32

This shows that when the tricycle is converted to jeepney, there will be a huge

difference in terms of the number of vehicles, delay and the level of service.

Conclusions

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

which may result to traffic congestion. Based on the results, the proposed TMS 1

improves the performance of the roundabout, but the proposed TMS 2 is better

between the two because TMS 1 only decreases the average control delay by

around 3-12 s/veh., while TMS 2 decreases by around 8-25 s/veh. This states that

as the delay decreases, the level of service increases.

Recommendations

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

researchers are offered:

1. Use PTV Vissim and other software to simulate traffic flow.

2. Create a rerouting scheme for some tricycles within Antipolo City with
variety of routes, or identify which are not supposed to pass or enter the
roundabout
 BIBLIOGRAPHY

E-BOOKS

Abdullah, A.E. (2015). Driver Behavior at Roundabouts Gaza City as a Case

Study. Gaza: Islamic University of Gaza. doi: 20.500.12358/19405.

National Academies of Sciences, Engineering, and Medicine. (2010).

Roundabouts: An Informational Guide Second Edition. Washington, DC:
The National Academies Press. doi: 10.17226/22914.

BOOKS

Department of Public Works and Highways (2012). Highway Safety Design

Standards Part 1: Road Safety Design Manual. Manila: Department of
Public Works and Highways.

Department of Public Works and Highways (2013). Highway Planning Manual

Volume 2. Manila: Department of Public Works and Highways.

JOURNAL ARTICLES

Al-Omari, B.H., Al - Masaeid, H.R., & Al- Shawabkah Y.S. (2012).

Development of Delay Models for Roundabouts in Jordan. Journal of
Engineering and Development, 16(1), 76-82. doi:
10.1061/(ASCE)0733947X(2004)130:1(76)

Amistad, F.T., & Regidor, J.R. (2007). Traffic Study in an Urban Area: The
Case of Unsignalized Intersection Along National Highway in Urdaneta
City, Pangasinan, Philippines. Proceedings of the Eastern Asia Society for
Transportation Studies 6, 333. doi: 10.11175/eastpro.2007.0.333.0
 34

Balaria, F.E., Pascual, M.P., Santos, M.D., Ortiz, A.F., Gabriel, A.G., &
Mangahas, T.L.S. (2017). Sustainability of E-Trike as Alternative Mode of
Public Transportation System. Open Journal of Civil Engineering, 2017(7),
362-377. doi: 10.4236/ojce.2017.73025

Elhassy, Z., Abou-Senna, H., Shaaban, K., & Radwan, E. (2020). The
Implications of Converting a High-Volume Multilane Roundabout into a
Turbo Roundabout. Journal of Advanced Transportation, 2020, 1-12. doi:
10.1155/2020/5472806

Gross, F., Lyon, C., Persaud, B., & Srinivasan, R. (2013). Safety Effectiveness
of Converting Signalized Intersections to Roundabouts. Accident Analysis
& Prevention, 50, 234–241. doi: 10.1016/j.aap.2012.04.012

Humoody, M.A., Ismail, E.A., & Kattan, R.A. (2008). “A Four-Leg Double Lane
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Engineering Sciences Conference of Aleppo University, 2(3). 143-163.
doi: 10.13140/RG.2.2.12241.76643

Jensen, S. U. (2013). Safety effects of converting intersections to

roundabouts. Transportation Research Record, 2389(1), 22-29. doi:
10.3141/2389-03

Kumar, K.S., Ramu, R., & Kumar, R.S. (2018). Development of Delay Models
for Roundabout with Heterogeneous Traffic Flow Condition. Indian
Journal of Scientific Research, 17(2), 46-57. Retrieved from:
https://www.ijsr.in/upload/1944346442Chapter_7.pdf
 35

Richey, R. C. (1994). Developmental Research: The Definition and Scope.

Proceedings of Selected Research and Development Presentations, 16,
1-9. Retrieved from: https://files.eric.ed.gov/fulltext/ED373753.pdf

De Souza, A.M., Brennand, C.A.R.L., Yokoyama, R.S., Donato, E.A., Madeira,

E.R.M., & Villas, L.A. (2017). Traffic Management Systems: A
Classification, Review, Challenges, And Future Perspectives.
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1550147716683612. doi: 10.1177/1550147716683612.

WEBSITE ARTICLES

Alcazaren, P. (2001). Rotundas: Circles of Urban Life. Philippine Star.

Retrieved from: philstar.com/lifestyle/modern living/2001/07/14/86131/
rotundas-circles-urban-life

Andrade, N. (2020). Antipolo City Residents Hope Entry of Tricycle Ride

Hailing Service Will Help Ease Transport. Manila Bulletin. Retrieved
from: https://mb.com.ph/2020/07/07/antipolo-city-residents-hope-entry-
of-tricycle-ride-hailing-service-will-help-ease-transport/

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Hegina, A.J. (2015). PH Traffic Ranks 9th Worst in The World—Study.

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ph-traffic-ranks-9th-worst-in-the-world-study.
 36

Westerman, A, (2018). A Push To Modernize Philippine Transport Threatens

The Beloved Jeepney. NPR: 'Parallels' Blog. Retrieved from:
https://www.npr.org/sections/parallels/2018/03/07/591140541/a-push-
to-modernize-philippine-transport-threatens-the-beloved-jeepney
 APPENDIX A
GANTT CHART
 Gantt Chart Of Activities

Nov Dec Jan Feb Mar Aug Sep Oct Nov Dec

Activities 2018 2019

Title Proposal

Title Defense
Data
Gathering

Typing/
Encoding

Checking

Submission
Revision of
chapter 1&2
Gathering of
Data
Computation
Analysis and
Interpretation
of Data

Completion of
the
Manuscript
Final Defense

Final
Revisions
 APPENDIX B

SOURCES OF DATA
 APPENDIX B.1
Fifteen (15)-Hour Survey (Vehicles Per Hour)

GOODS UTILITY

LARGE BUSES
MOTORCYCLE

SMALL BUSES
TOTAL

TRICYCLE

JEEPNEY

TRUCKS
TRUCK
VEHICLE

CAR
TIME
PER
HOUR

6-7 AM 2400 1554 1280 128 100 95 0 4 5561

7-8 AM 2873 1874 1422 181 116 75 2 8 6551

8-9 AM 2589 1654 1237 121 76 52 0 0 5729

9-10 AM 2790 1446 1166 92 71 49 0 0 5614

10-11 AM 2942 1280 1104 92 67 60 1 0 5546

11 AM-12
3212 1477 1181 82 55 69 0 0 6076
NN

12 NN-1 PM 3303 1819 1703 113 70 81 0 0 7089

1-2 PM 2828 1792 1514 94 55 57 0 0 6340

2-3 PM 2699 1791 1483 122 54 52 2 0 6203

3-4 PM 2941 1936 1658 144 82 49 1 0 6811

4-5 PM 3397 2127 1679 187 95 45 0 2 7532

5-6 PM 3630 2328 1721 128 95 73 0 2 7977

6-7 PM 4163 2495 1719 85 122 96 0 0 8680

7-8 PM 3595 2220 1497 59 104 68 0 0 7543

8-9 PM 3170 1957 1335 34 93 56 0 1 6646

GRAND
46532 27750 21699 1662 1255 977 6 17 99898
TOTAL
 APPENDIX B.2
Entry Flow Distributions at Lico’s Park
Roundabout During Peak Hour (Vehicles Per Hour)

LARGE BUSES
MOTORCYCLE
TRICYCLE

JEEPNEY

GOODS
UTILITY
TRUCK

BUSES
CAR
ROUTE TOTAL

STO. NINO STREET LEG (VSNS)

VSNS(R) 256 78 17 0 0 0 0 0 351
VSNS(TH) 658 282 57 7 3 7 0 0 1014
VSNS(L) 78 72 15 3 0 2 0 0 170
SUB-TOTAL 992 432 89 10 3 9 0 0 1535

E. RODRIGUEZ AVE. LEG (VERA)

VERA(R) 72 72 288 34 12 2 0 0 480
VERA(TH) 294 126 42 6 0 0 0 0 468
VERA(L) 936 516 324 0 24 8 0 0 1808
SUB-TOTAL 1302 714 654 40 36 10 0 0 2756
L. SUMULONG MEMORIAL CIRCLE (B) LEG (VLSMC(B))
VLSMC(B)(R) 95 23 27 0 0 9 0 0 154
VLSMC(B)(TH) 536 298 260 0 19 24 0 0 1137
VLSMC(B)(L) 205 195 274 0 29 13 0 0 716
SUB-TOTAL 836 516 561 0 48 46 0 0 2007

L. SUMULONG MEMORIAL CIRCLE (A) LEG (VLSMC(A))

VLSMC(A)(R) 715 629 319 28 20 16 0 0 1727
VLSMC(A)(TH) 231 147 90 5 11 9 0 0 493
VLSMC(A)(L) 87 58 6 2 4 6 0 0 163
SUB-TOTAL 1033 834 415 35 35 31 0 0 2383
 APPENDIX B.3
Volume of Traffic: Proposed TMS 1 (pcu/hr)

LARGE BUSES
MOTORCYCLE
E-TRICYCLE

JEEPNEY

GOODS
UTILITY
TRUCK

BUSES
CAR
ROUTE TOTAL

STO. NINO STREET LEG (VSNS)

VSNS(R) 192 39 17 0 0 0 0 0 248
VSNS(TH) 494 141 57 11 8 11 0 0 722
VSNS(L) 59 36 15 5 0 3 0 0 118
SUB-TOTAL 745 216 89 16 8 14 0 0 1088

E. RODRIGUEZ AVE. LEG (VERA)

VERA(R) 54 36 288 51 30 3 0 0 462
VERA(TH) 221 63 42 9 0 0 0 0 335
VERA(L) 702 258 324 0 60 12 0 0 1356
SUB-TOTAL 977 357 654 60 90 15 0 0 2153
L. SUMULONG MEMORIAL CIRCLE (B) LEG (VLSMC(B))
VLSMC(B)(R) 72 11 27 0 0 14 0 0 124
VLSMC(B)(TH) 402 149 260 0 48 36 0 0 895
VLSMC(B)(L) 154 98 274 0 73 20 0 0 619
SUB-TOTAL 628 258 561 0 121 70 0 0 1638

L. SUMULONG MEMORIAL CIRCLE (A) LEG (VLSMC(A))

VLSMC(A)(R) 174 74 90 8 28 14 0 0 388
VLSMC(A)(TH) 66 29 6 3 10 9 0 0 123
VLSMC(A)(L) 537 315 319 42 50 24 0 0 1287
SUB-TOTAL 777 418 415 53 88 47 0 0 1798

GRAND
3127 1249 1719 129 307 146 0 0 6677
TOTAL
 APPENDIX B.4
Volume of Traffic: Proposed TMS 2 (pcu/hr)

LARGE BUSES
MOTORCYCLE

JEEPNEY

GOODS
UTILITY
TRUCK

BUSES
CAR
ROUTE TOTAL

STO. NINO STREET LEG (VSNS)

VSNS(R) 39 17 77 0 0 0 0 133
VSNS(TH) 141 57 209 8 11 0 0 426
VSNS(L) 36 15 29 0 3 0 0 83
SUB-TOTAL 216 89 315 8 14 0 0 642
E. RODRIGUEZ AVE. LEG (VERA)
VERA(R) 36 288 73 30 3 0 0 430
VERA(TH) 63 42 98 0 0 0 0 203
VERA(L) 258 324 281 60 12 0 0 935
SUB-TOTAL 357 654 452 90 15 0 0 1568

L. SUMULONG MEMORIAL CIRCLE (B) LEG (VLSMC(B))

VLSMC(B)(R) 11 27 29 0 14 0 0 81
VLSMC(B)(TH) 149 260 161 48 36 0 0 654
VLSMC(B)(L) 98 274 62 73 20 0 0 527
SUB-TOTAL 258 561 252 121 70 0 0 1262

L. SUMULONG MEMORIAL CIRCLE (A) LEG (VLSMC(A))

VLSMC(A)(R) 74 90 78 28 14 0 0 284
VLSMC(A)(TH) 29 6 30 10 9 0 0 84
VLSMC(A)(L) 315 319 257 50 24 0 0 965
SUB-TOTAL 418 415 365 88 47 0 0 1333

GRAND TOTAL 1249 1719 1384 307 146 0 0 4805

 APPENDIX B.5

Site Image of Lico’s Park Roundabout

APPENDIX B.6

NCHRP Report 672: Roundabouts: An Informational Guide

Second Edition Cover
 APPENDIX C
REQUEST LETTER TO
THE CITY MAYOR
 Republic of the Philippines
UNIVERSITY OF RIZAL SYSTEM
Antipolo Campus

COLLEGE OF ENGINEERING

Marigman St. Brgy. San Roque, Antipolo City, Rizal, 1870

August 30, 2019

HON. ANDREA “ANDENG” B. YNARES

City Mayor
Antipolo City Hall
J. P. Carigma St., Brgy. San Roque,
Antipolo City, Rizal, 1870

Dear Mayor Andeng,

Good Day!

We are the 5th year Civil Engineering students in University of Rizal System- Antipolo
Campus, conducting a research study for the proposed traffic management system at Lico’s
Park Roundabout, as a fulfillment of the requirements to pass Research 2 (RES 2).

In connection with this, we are we are humbly and whole- heartedly asking permission to
allow us to record a video of a vehicular flow around the roundabout on Wednesday,
September 1, for an additional background and data gathering of our research study. The
data being collected will help us to complete our research study.

Your favorable approval to the above request will be highly appreciated

Thank you for your consideration. God Bless.

Sincerely,

CHRIS OHLLIVER Q. CUIZON DOMINIC R. DATUIN

Student Student

CRISTOPHER C. COGAL JAKE SJ. MARIGONDON

Student Student

Noted By:

DR. EVA B. MARANAN

Program Head, College of Engineering
Adviser, Research 2
CURRICULUM VITAE