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Chapter 1

THE PROBLEM AND ITS BACKGROUND

Introduction

Sustainable transportation such as cycling in the Philippines has never been the

priority as many Filipinos rely on automobiles. But as the COVID-19 pandemic strikes

on March 2020, movements of private and public vehicles halt for a short period,

resulting in Filipinos finding a way to use and try other modes of transportation like

cycling and walking as they are left with no choice. Even though transportation is already

running normally again, bike users have become a part now of the public road as they

share the same road with automobiles.

According to the Bureau of Customs reports, bicycle imports increased by 112%

in just a year, from 2019 to 2020, because of the pandemic. It shows the growing interest

of the Filipinos in cycling, as it is used as a recreational activity, running errands, and

service to work. But as the number of bike users increases, accidents also increased.

Metro Manila Accident Reporting and Analysis System reported that 2.4% of all

accidents in Metro Manila, or 3026 in numbers, involve bikes, e-bikes, and pedicabs, a

more than 50% increase from just 1783 bike-related accidents in 2019. This just justifies

the fact that land transportation in the Philippines has an unsafe infrastructure for bicycles

as it focused more on automobile road development.

On the other hand, a survey conducted by SWS in November 2020 said that 87%

of Filipinos believe that sustainable transport including cycling and walking should be the

priority instead of private vehicles as it causes traffic jams. According to TomTom's

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annual traffic index, Manila is the 2nd worst in traffic congestion among major cities.

The Philippines lost 3.5 billion a day because of traffic congestion in Manila, while

Laguna, Rizal, Bulacan, and Cavite lost 2.7 billion a day based on the 2017 report of

Japan International Cooperation Agency (JICA). Traffic congestion has negatively

affected the day-to-day life of many Filipinos as it causes delays, loss of opportunities,

economic loss, and slowly destroys the air quality as many vehicles emit carbon dioxide.

Since the increasing traffic of bicycles has been observed in the past months, prioritizing

non-motorized transport will generally help reduce traffic congestion and provide safe

and efficient travel to the bike users.

The Department of Public Works and Highways provides the “Guidelines on the

Design of Bicycle Facilities along National Roads” through the DPWH Department

Order No. 88, series of 2020 due to the increasing demand for bicycles. This guideline

classifies the type of bike lane and provides a standard design that is applicable in a road

that will ensure the safety of cyclists. Aside from the DPWH Guidelines, the DILG also

released a memorandum in 2020, “Guidelines For The Establishment Of Network Of

Cycling Lanes And Walking Paths To Support People’s Mobility” that encourages local

government units (LGU) to prioritize the mobility of pedestrians and cyclists through

developing proper sidewalks and networks for bicycles. But factors such as insufficient

width of road networks prevent the proper implementation of the bike lanes. Even if it is

implemented, the standard design is not followed.

Background of the Study

Santa Cruz is the capital of the province of Laguna. It is a first-class municipality

and has a population of 123,574 according to the 2020 census. The location of Sta. Cruz
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is in the center of Laguna and is connected to many other municipalities and cities. Most

of the terminals, public establishments such as provincial government offices, schools,

wet and dry markets, malls, and fast foods restaurants are located in the municipality

which is why people from other towns tend to travel there, resulting in increasing traffic

volume.

Due to the increasing traffic volume of private and public automobiles, and

increasing bicycle traffic because of the pandemic, the promotion of sustainable transport

is one of the possible solutions to ease traffic congestion. According to the study of

Hamilton and Wichman (2018), “Bicycle Infrastructure and Traffic Congestion: Evidence

from DC's Capital Bikeshare”, traffic congestion is reduced by as much as 4% if there is

a bike-sharing infrastructure existing in a highly congested area.

In Sta. Cruz Laguna, the bike lane is implemented in the provincial road, with an

approximate distance of 1.2 kilometers from Pedro Guevarra Avenue, P. Burgos St., to

General Cailles St, but some lapses are being observed. The research focuses on

evaluating the existing bike lane concerning the provided guideline and will simulate the

best applicable design concerning the current traffic condition and road network. With

the help of microscopic traffic simulation software PTV Vissim, the delay time results,

vehicle travel time results, and network performance results will be the basis of the

evaluation of the bike lane. This study aims to help the community minimize traffic

congestion and provide a safe design for the bikers without compromising the

functionality of the road.

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Conceptual Framework

To understand the study, the researchers divided the conceptual framework into

three phases.

Phase I: Gathering of Phase II: Processing Phase III: Evaluation

Data of Data and Presentation of
Data

Evaluate the bike

Rank the factors
Map and measure lane as per DPWH
affecting mobility.
the total span of the D.O No. 88.
Assess the existing
bike lane. Identify the factors
bike lane design.
Perform road affecting mobility in
Propose a new bike
inventory. the bike lane using
lane design to
Acquire the video surveys and
maximize road
frequency of questionnaires.
functionality.
motorized and non- Simulate the
Evaluate the
motorized vehicles gathered data of
gathered results to
using 12 hours traffic vehicles using PTV
conclude the overall
volume count. Vissim to visualize
performance of the
and observe their
bike lane.
interaction.

Figure 1. Research Paradigm of the Study

Figure 1 shows the step-by-step process by dividing it into three phases. Phase

1 focuses on gathering the data related to the bike lane and traffic volume. Phase
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2 shows the steps on how the data will be processed. And lastly, Phase 3 is the evaluation

and presentation of the results of the study.

Objectives of the Study

The research study aims to assess the level of planning of bike lanes, identify the

factors affecting mobility, and conduct a simulation to identify its effect on traffic flow.

Specifically, this research aims to:

1. Map and evaluate the total span of the bike lane in Sta. Cruz Provincial Road

according to the criteria of DPWH D.O No. 88 PRESCRIBING GUIDELINES

ON THE DESIGN OF BICYCLE FACILITIES ALONG NATIONAL ROADS.

2. Perform and collect data using 12 hours count to gather the estimated volume of

vehicles passing through the road network.

3. Determine the factors that affect the mobility of the cyclists and the possible

increased percentage of bike lane users through conducting a survey.

4. Simulate the gathered data using PTV Vissim and determine the applicable

standard design of the bike lane based on the traffic flow along the Sta. Cruz

Provincial Road in terms of:

a. Delay Results

b. Vehicle Travel Time Results, and;

c. Network Performance Results

5. Analyze and evaluate the gathered results of the survey and simulation.

Significance of the Study

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The findings of this research will provide new perspectives and will benefit the

following:

Municipality of Sta. Cruz, Laguna

The outcome of the study will help the LGU, especially the traffic management to

further improve the traffic system in consideration of non-motorized transport.

Community

Road users, pedestrians, and cyclists will benefit from the study as it will provide

an efficient and safe road design to reduce traffic congestion and delays.

College of Engineering

This study will open new ideas and knowledge to the department of engineering

especially in Civil Engineering as it will use software to analyze and design the transport

system. Also, it will improve the foundation of Transportation Engineering to conduct

more related studies.

Students

This research will serve as their guide to generate more ideas regarding

Transportation Engineering. Also, this research will provide a scientific method to

increase their knowledge about the process that can be used in their study.

Future Researchers
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This study will be beneficial in the future as it can be used as a guide to their

research, and can be used as an additional reference. Also, this research can be improved

in the future as the transportation system can be subject to changes.

Scope and Limitations

This study is to focus on the design of the bike lane along Provincial Road at Sta.

Cruz Laguna and be evaluated according to the DPWH D.O No. 88, and to identify the

factors affecting the mobility of non-motorized vehicles at the bike lane. Data were

gathered on the road with an existing bike lane through road inventory, average daily

traffic, types of vehicles passing through, and surveys. The study covers only motor

vehicles and cyclists and does not include pedestrians. The data gathered will be applied

in a simulation using PTV Vissim.

This study is limited to the development of an improved bike lane design along

Provincial Road at Sta. Cruz, Laguna aligned with the DPWH guidelines and results from

the data gathered to create a more suitable bike lane for the area. Manual traffic counting

will be the procedure in gathering the traffic volume of vehicles since there is no

available data of the road network. The actual situation on the road and the simulation

might have differences as different factors can occur.

Operational Definition of Terms

For a better understanding of the study, the following terms are defined in this

research context.
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Bicycle. A two-wheeled non-motor vehicle that is human-powered through pedaling.

Bicycle Facilities. Parking, storage facilities, and shared roadway that accommodates or

encourage bicycling.

Bicycle Facility Classification. Bicycle facilities are divided into three classifications:

Class I: Shared use path or bike path, Class II: separated bike lane using pavement

markings or physical separation, and Class III: Shared Roadway, based on the existing

traffic and road conditions.

Bike Lane. A section of the road marked off with painted lines for cyclists to use.

Bike Path. A roadway that is exclusive and designated for bicycles completely separated

by a barrier or open space from motorized vehicles.

Cyclist. a person who rides a bicycle.

Non-Motorized Vehicle. A vehicle with propelling system that does not use a motor or

any kind of engine.

PTV Vissim. Is a software application that simulates multi-modal traffic flow at a

microscopic level.

Public Transport. Forms of transportation that charge set fares, run on fixed routes, and

are available to the public.

Sustainable Transport. Any mode of transportation that is 'green' and has a low

environmental impact. Sustainable transportation is also about balancing our immediate

and long-term demands.

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Traffic Congestion. a large number of vehicles are built-up in one location and

movement is delayed.

CHAPTER II

REVIEW OF RELATED LITERATURE AND STUDIES

Presented in this chapter are pieces of literature and studies from foreign and

local, gathered from different sources including journals, published and unpublished

theses from the internet, and news that provide a better understanding for the researchers

that helps to guide their study. This chapter gives an overview of the different research

methods to have a more accurate study and to give a wider understanding of the topic

gathered.

RELATED LITERATURE

PTV VISSIM

PTV Vissim is a simulation tool for a microscopic multi-modal traffic flow.

(civitas.eu, 2016). It allows users to simulate traffic patterns such as public transport,

pedestrians, cyclist, and motorized private vehicles simultaneously to display their

interactions. According to Kučera and Chocholáč (2020), microscopic models are the

way in order to design road networks to reduce delays and increase road safety and

minimize traffic congestion by investigating the traffic flow. The unique role of transport

modeling and transportation and very important in transport planning and city logistics.
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For them, working with PTV Vissim can result in achieving the concept of a sustainable

traffic system and city logistics. This allows users to simulate real city traffic, create

systematic traffic management, and evaluate different types of intersections.

Likewise, Ahmed et al (2021), says that PTV Vissim is leading in terms of micro-

simulation tool. It was developed in 1992 by PTV Vision (Planung Transport Verkehr), a

German company. It was first created in 1974 by Wiedemann but further improved in

1992 together with Reiter and is now called Wiedemann 99 car-following model. PTV

Vissim has many functions such as performing complex network and capacity analysis,

as well as signalized junctions, transit operations, passenger commute, corridor modeling,

multimodal systems, active traffic management, emission modeling, and facility

operations including airports and terminals. This simulation tool, PTV Vissim, can

perform wide applications compared to other simulation software in the market as it

includes features such as adjustment of the parameters for lane-changing, gap-acceptance,

and car-following models. To be specific, it has built-in features for connected

autonomous vehicles, effective evaluation techniques for capacity and safety, calibration

of the car-following model parameters, application of external driver models, uses a

psychophysical model based on the driver’s assumption and perceptions, and lastly,

reliable graphic-user interface.

One of the advantages of PTV Vissim is the model results from the dynamic

simulation. (Muchlisin et al., 2019). The simulation tool does not require coding

knowledge; thus, it is a flexible and user-friendly tool. Additionally, PTV Vissim can

resolve most of the transport system issues such as the calculation of emissions (CO,

NOX, VOC) and fuel consumption. With the parameters delay, queue lengths, and
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capacity, they were able to evaluate the existing condition of unsignalized intersection,

comparing it to a model of signalized intersection using PTV Vissim in Imogiri Barat and

Tritunggal, Wirosaban, Yogyakarta, Indonesia.

As for Krivda Et al. (2021), the use of a microsimulation tool requires spending a

long time modeling the traffic to make it more accurate but it is near impossible to make

an exact copy of the location for it to be precise. However, modeling the traffic near to its

exact situation will require an amount of time as it demands in its creation. It might be

argued that traffic models are a beneficial tool for determining the best mode of

transportation that meets the needs of sustainable and accessible public transportation.

Furthermore, according to Tafidis et. Al. (2019), most of the studies focused more

on traffic performance and safety without considering the vulnerable road users (VRUs)

such as cyclists and pedestrians. In order to provide knowledge on the current gaps on

how automobile vehicles and cyclist benefits or risks each other, utilization of PTV

Vissim was needed in the simulation experiments. With hypothetical scenarios examined

considering the high volume of cars and cyclists in a real-world road network, this can fill

in the gaps in the relationship of cyclists’ safety in urban areas. Since there are not

enough studies to undertake before-and-after observational research and the execution is

in its early stages, simulation software (PTV Vissim) was used to display the most

accurate interactions of vehicles and cyclists, taking into consideration their driving

behavior.

Sustainable Transport
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In 2019, the World Economic Forum as cited by Kalghatgi (2019) reported that

the transportation of goods, as well as people, is critical in modern society. In 2015, the

world had approximately 1.1 billion light-duty vehicles (LDVs) and 380 million trucks.

These figures are expected to rise to 1.7–1.9 billion by 2040, primarily in non-OECD

(Organization for Economic Cooperation and Development) countries like India and

China. Transportation accounts for approximately 20% of total energy consumption and

approximately 23% of global carbon dioxide (CO2) emissions. However, if gases like

methane are included, transportation contributes only about 14 percent of global

greenhouse gas (GHG) emissions. It is comparable to livestock farming for meat and

dairy products.

Internal combustion engines (ICEs) currently power almost all modes of

transportation (> 99.9%), with reciprocating engines powering land and marine transport

and jet engines powering air transport. Around 80% of all passenger cars in the world are

powered by spark ignition (SI) engines, while diesel engines dominate the commercial

sector (road and marine use). LDVs consume approximately 44 percent of global

transportation energy as reported by the US Energy Information Administration (EIA,

2016) stated in Kalghatgi (2019).

The demand for transportation energy is high and growing. For decades to come,

transportation will be primarily powered by ICEs using petroleum-based fuels because

alternative solutions begin from a low base and face significant barriers to unrestricted

growth. If premature changes are imposed on the existing system, there will be severe

environmental, economic, and social consequences that may be unsustainable. The

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efficiency and environmental impact of ICEs must be enhanced to maintain/improve the

transportation sector's sustainability.

Likewise, Aloui et al. (2021) stated that today's business world is influenced by

the globalization of markets, the rapidly changing requirements of customers, and

concerns about sustainability. Thus, companies are constantly searching for new

strategies to improve their logistics performance. Sustainability has become an important

measure in the organization and optimization of distribution networks over the last two

decades as a result of environmental issues and social development. Indeed, sustainability

considerations have been gradually incorporated into collaborative transportation

optimization, specifically in strategic decisions that have a significant long-term impact

on a company's global performance. The recent advancement in collaborative

transportation focuses primarily on integrating economic and environmental goals, with

the social aspect receiving less attention in the scientific literature.

Moreover, according to Achairi et al. (2013), the integration of sustainable

development in the transportation sector is referred to as sustainable transport.

Transportation is one of the worst polluters on the planet. That is why Figueroa and

Riberio (2013) argue that sustainable development necessitates a functional, efficient, and

safe transportation system powered by clean, low-carbon, secure, and affordable energy.

The energy used in road passenger transportation facilitates social and economic

development and is the focus of interventions to combat pressing urban environmental

issues, energy security concerns, and dangerous climate change.

Providing efficient, low-carbon, and affordable transportation services that meet

the mobility needs of the population while adhering to energy for sustainable
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development principles remains the primary and most difficult transportation challenge

worldwide.

A sustainable urban transportation system balances social, economic, and

environmental issues, promoting access, cost and availability, safety, equity,

performance, and economic viability while minimizing emissions and other

environmental impacts. To shift toward such sustainable transportation systems and

behavior, integrated, long-term, and publicly supported policies are required.

Furthermore, policy-making and planning processes necessitate the use of dependable,

comprehensive, and applicable frameworks, tools, and indicators to assess and monitor

the local situation and progress. (Juhola & Karjalainen, 2021).

Bike Lane

According to Ganiron Jr T. (2017) Reactions for Proposed Bikeways Network of

World Scientific News on Effect of Bike Lane Infrastructure on Ridership, “People

seemed to not doubt that promoting bicycling in the city and building bikeways network

would redound to measurable benefits”. The said benefits of the bike networks include

less pollution, less traffic congestion, lower transport cost, and promoting general health

for the population. Bicycle is a pollution-free means of transportation that utilizes fewer

fossil fuels. Bikes lessen the need for vehicles to be built, maintained, and disposed of.

Bicycling saves road and residential space, allowing for less concrete and more plants in

modern settings.
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As the volume of bicycles increases, it is not a surprise that the number of

accidents will rise. According to data about the accidents due to lack of a protected lane

of The Philippine Star, a huge increase in accidents is seen only in a span of years, from

2019-to 2020. As a result of the pandemic, public transit has become limited. Bicycles

are being promoted as one of the new principal modes of transportation in Metro Manila,

with plans to install suitable bike lanes that are not just painted but also properly

protected with barriers. To make the streets safer and more accessible, NEDA supports

the establishment of safe routes for bikes and pedestrians. This will make the country's

transportation system more inclusive and sustainable as stated by Santos B. (2021).

Recently, the country’s longest bike lane network, Metro Manila Bike Lane

Network was inaugurated on the last 27th of July 2021. In cooperation with the

Department of Transportation (DOTr), together with the Department of Public Works and

Highways (DPWH), bike lanes were continued to rise for the safety of bicycle users. The

Metro Manila Development Authority (MMDA) and the Metro Manila Council (MMC)

have voiced their support and dedication to the initiative, calling the existence of bike

lanes in the NCR a "step in the right direction." This is a great project that will influence

people's perspectives according to the Department of Transportation article. The bike lane

network is 313 kilometers in length. Twelve cities benefited in the network including

Pasig, Marikina, Quezon City, Caloocan, Manila, San Juan, Mandaluyong, Makati,

Pasay, Las Piñas, Parañaque, and Taguig. The lanes vary between 1.5 to 3 meters in

width.

According to Laroza et. al. (2021), The Social Weather Survey items of the

Department of Health, 85 percent of Filipino adults agree that their city/municipality can
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become a great place for walking and cycling. Ensuring a safe biking environment and

encouraging people to use their bikes for transportation and recreation. Bicycling must be

made safe and convenient in order to improve public health, traffic congestion, air

quality, and overall quality of life.

According to Lamentillo A. (2021), there was little political backing, legislation,

or infrastructure in the Philippines to address the demands of bikes and pedestrians.

Because the average distance traveled per route was moderate, a large majority of the

journeys could be completed on foot or by bicycle. This was largely due to a lack of

governmental backing, policy, or infrastructure dedicated to meeting the requirements of

bikes and pedestrians. With the issue of Department Order 88 by DPWH Secretary Mark

Villar, all projects involving new road and bridge construction will include bicycle

facilities in their design, if possible. Bicycle lanes will now be required in PH.

Public Transport

As claimed by an article at Remix by via (2021) public transportation system is

one that efficiently and affordably transports people from one location to another. Local

governments fund and operate the vast majority of public transit systems. Buses,

subways, trains (including high-speed and light rail), ferries, and cable cars are examples

of public transit systems. These vehicles may operate within a city or connect two cities

as an alternative to automobile transport and to save unnecessary walking time. When

public transportation networks are planned and engineered for interconnectivity, a high-

quality user experience, and efficiency, the benefits are amplified. Public transportation
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may include free amenities like public Wi-Fi, provide opportunities for private business

sales, and encourage physical activity among riders.

At the beginning of the covid 19 pandemic, transportation to most of the Filipinos

became more difficult. According to Dela Peña K. (2021) In the Philippines, public

transportation is used by 70% of the population 22% takes up the available space while

the remaining 30% rely on private vehicles. The Philippine government should make

public transportation a priority in order to improve it. Due to the ongoing COVID-19

pandemic that has accelerated performing tasks, as well as flexible scheduling and other

flexible work alternatives, many employees don't feel safe commuting to work every day

because there is so much uncertainty about public health. The Centers for Disease

Control and Prevention has established guidelines for safely using various modes of

transportation, but public-transit use has plummeted during the pandemic.

In the aftermath of the COVID-19 crisis in the Philippines, urban transportation

reform advocates have shifted into high gear, producing an equally consistent and

compelling blueprint for the restructuring of Metro Manila's transportation system in the

context of the crisis, with the short-term obligation of protecting public health through

"social distancing" consistent with the longer-term imperative of promoting accessibility

through systemic reform. Over the last few years, these proponents of urban

transportation reform have come to an agreement on a comprehensive plan for

reorganizing Metro Manila's transportation system to relieve traffic congestion and

improve the quality of life for residents, workers, and commuters in and around the

national capital as stated on the article of Sidel J. (2020).

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According to Yap E. (2021), Transportation reforms allow Metro Manila to

achieve long-term, sustainable improvements in public transport vehicles. It will be

possible to increase commuter capacity in a safe, convenient, and predictable manner.

Public transportation improvements have a positive impact. Increased operating

efficiency reduces the number of public-use vehicles on the road, reducing the

unsustainable demand for more private automobiles and road space. Because of horrible

traffic congestion in the Philippines, the overall objective is to ease commuters of their

daily torment, which has severe social, economic, and public-health consequences, as

well as to strengthen the foundation for long-term economic growth.

One of the important parts of the Philippine economy is transportation, as it

connects the country's population and industrial sectors. The Philippines' transportation

system comprises road, water, air, and train transportation. The major subsector is road

transport, which accounts for 98 percent of passenger travel and 58 percent of cargo

traffic. While the country's transportation infrastructure has grown and spread, the quality

of service has declined. Due to a lack of long-term funding, this has not been sufficient.

Improving transportation infrastructure is crucial for boosting economic growth and

improving the investment climate. The Philippines has seen a lot of things. Although the

quality of its transportation services has improved slightly, a substantial portion of the

road network remains in poor condition, and intermodal integration is often lacking as

stated by Asian Development Bank.

Non-Motorized Transport
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According to the United Nations Environment Program (2019), A non - motorized

transportation strategy helps to identify a common perspective for enhancing the walking

and biking environment. The strategy can be used as an umbrella document for specific

projects, such as the redesign of a streetscape or the implementation of a method for

managing on-street parking. It also helps to coordinate efforts among the various

agencies involved in the design and management of the non-motorized transport

environment. A non-motorized transportation strategy can support mobility plans that

provide comprehensive guidance on specific mobility initiatives in laying out the vision

for an enhanced walking and biking environment.

According to Nebrija (2016), approaching Non - Motorized Transport (NMT) as a

right to mobility provides a new sense of urgency to the agenda. When it is a right, it

turns into a priority to build cities for individuals to walk and use a bicycle daily, so we

are able to protect those who want it most. We will create beautiful, sustainable cities that

are good for the planet and good for all of us. The benefits of non-motorized

transportation are particularly relevant in Asia and the Pacific where severe poverty, food

costs, natural catastrophe, climate change, financial crises, and other shocks put 1.75

billion in danger every single day. Walking and biking can make a vulnerable population

more livable.

A transport mode is only beneficial if it is resilient. Walking and biking are

especially important in large cities like Metro Manila, which is prone to earthquakes,

typhoons, and flooding. People are praising bicycles as useful tools for disaster relief.

When there is an oil price surge, a sudden economic crisis, or the loss of a job, people can

walk or bike. Non-motorized transport systems allow us to remain flexible in

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uncontrollable circumstances. Non-motorized transportation is good for our health,

environment, making for a happier planet, and happier people. These are the few main

benefits of putting our gas-burning vehicles aside and focusing on our greatest resource -

our own power. (Nebrija, 2016)

Traffic Congestion

According to Luis Pocholo A. Santos (2020), traffic congestion is a common

phenomenon in urban areas, especially when it comes to transportation. One of the

problems with roads is congestion. Network congestion typically occurs on roads on land

transport. As the need approaches the capacity of the road or intersection along the road,

extreme traffic congestion will occur.

According to Afrin and Yodo (2020), traffic congestion is regarded as an

extensive global problem due to the high population concentration, the expansion of

infrastructure, motor vehicles, and the increase in rideshare and delivery service

activities.

According to Kolak and Wach (2018), traffic congestion could be described as the

mutual hindrance of traffic by vehicles due to the current interrelation between the

number of flows and vehicle speed in the situation of depletion of infrastructure capacity.

It is additionally referred to as the amount of automobile traffic that exceeds the road

capacity, leading to a reduction in vehicle speed or complete obstruction of free

movement.

According to Siddiqui (2017), when lots of people are trying to accomplish these

ends at the same time in limited spaces, traffic congestion occurs. Culturally and
 21

economically vibrant cities hold the most severe traffic problems while declining and

depressed cities have little traffic.

RELATED STUDIES

PTV VISSIM

In the study of Mendoza et al (2018), “Bikeway system design in the city of

Celaya through a microsimulation approach”, stated that with the help of the micro-

simulation tool like PTV Vissim, it is attainable to have a new investigation based on

some other researches that study mobility problem in presenting new solutions. By

utilizing the micro-simulation tool in a study, it can notably manage to solve problems

regarding the excessive volume of motor vehicles, however, proper modeling of the

bikeway in Celaya and the important security measures must be taken into account.

Through modeling in PTV Vissim, results from the study show that if 15% of

motor vehicle users switch to bicycles, fuel consumption levels would decrease by 5.3%,

levels of CO, NOx, and VOCs would be reduced by 3.14%, 9.94%, and 7.12%

respectively. The gathered data is necessary as Celaya is one of the most polluted cities in

the state of Guanajuato.

According to Archer (2005), as cited by Axelsson and Wilson (2016), the

microsimulation tool is useful in safety assessment and prediction purposes as it has the

capability to model different designs and traffic parameters in exploratory conditions.

However, it is also stated by Axelsson and Wilson that there are vast differences when it

comes to reality and simulation models. It has been observed when comparing the

number of traffic conflicts. “The simulation model is a simplification of reality and

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therefore is the calibration of the driving behavior important to get a realistic

representation of the studied location.”, Axelsson and Wilson said. Because of the

programming features, where road users can only travel on the pre-defined connection,

swerving cannot be determined in the simulation model.

As for Preston and Pulugurtha (2021), factors such as average daily traffic (ADT),

intersection orientation, motorist familiarity, demographics, and topography can be

calibrated in a microsimulation traffic tool. This also includes the evaluation of the

increase of bicycle volume or growing population over time and any related hypothetical

traffic situations. In their research entitled “Simulating and assessing the effectiveness of

a protected intersection design for bicyclists on traffic operational performance and

safety”, it has found out using PTV Vissim the protected intersection design (PID) for

bicycles does not affect negatively the delay time and level of service on the intersection.

Results show that 80% of bicycle-related conflict is reduced if there is a 10% increase in

bike users. Generally, the implementation of PID can be more beneficial if there will be

an increase in bicycle activities, thus, improving safety.

Based on the study of Oskarbski and Gumińska (2018), it is common that the

efficiency of cycling and walking is being neglected when it comes to analyzing the

transport networks. They added that it is important while developing solutions to

minimize traffic congestion, safety and travel efficiency for vulnerable road users such as

cyclists and pedestrians should be improved too. In order to establish the relationship

between pedestrians and vehicle traffic, they utilized a microscopic simulation tool, PTV

Vissim/Viswalk, with the use of surrogate safety measures. The use of microsimulation

tools guides their research to evaluate the impacts of pedestrians and vehicles on traffic
 23

delays and conflicts. “Such analysis can also be helpful in determining the places of

pedestrian crossings with regard to the location of public transport stops.”, Oskarbski and

Gumińska said.

As claimed by Frosch et al (2019), taking full advantage of the functionalities in

PTV Vissim can ease making a design of shared space. In their study “Evaluation of

Shared Space to Reduce Traffic Congestion”, they stated that issues on safety, traffic

congestion, and right of way are the results of conflicts between pedestrians and vehicles.

Contrary to the common methods such as bridges, tunnels, signals, and access restrictions

used to resolve the said problems, shared space has been considered to solve the issue.

Using PTV Vissim traffic microsimulation software, the evaluation shows that

implementing a shared space on West Virginia University’s Downtown can reduce the

travel time of vehicles by 43% and 66% on delays. However, they added that there were

limitations in the model of shared space. “In order to define the routes of vehicles and

pedestrians, limited discrete origin-destination pairs needed to be defined.”, they claimed.

Also, bike users were not included in the study as it has a low volume of total road users.

“If bicycles were incorporated, it is anticipated that the overall traffic flow and resulting

travel time and delay statistics would vary as bicycle users in a shared space share some

of the characteristics of both pedestrians and vehicles.” (Frosch et al, 2019)

Sustainable Transport

A significant component of sustainable transportation research and policy is to

agree on a definition of "sustainable transportation." It is difficult to persuade others to

pursue sustainable transportation in the absence of such a definition. In particular, if

decision-makers do not clearly define what they mean by "sustainable transportation," it

 24

will be nearly impossible for them to promote it. Policies and programs based on it will

be inconsistent and ineffective (Zhou, 2012).

According to Litman and Burwell (2006), as cited by Zhou (2012), sustainable

transportation has both a "narrow definition" and a "broader definition," with the latter

allowing people to think more broadly about all of the effects of transportation. Narrowly

defined sustainable transport is concerned with resource depletion and air pollution,

whereas broadly defined sustainable transportation is concerned with "economic and

social welfare, equity, human health, and ecological integrity." The latter makes it easier

for people to find "opportunities for synchronized solutions," which include "improved

travel options," "economic incentives," "institutional reforms," and "technological

innovation." It would also help create an "integrated solution" for sustainable

transportation.

In reference to Elvik and Ramjerdi (2014), sustainable transportation is described

as: (1) reducing the volume of motorized travel; (2) transferring travel to modes that

produce less external effects; and (3) changing road user behavior to reduce

transportation's external effects. Accidents, traffic congestion, traffic noise, and air

pollution are all examples of external consequences.

Non-motorized transportation (NMT) has been identified as contributing to the

achievement of the Sustainable Development Goals (SDGs), particularly in improving

energy efficiency in the transport sector (goal 7), making cities and human settlements

inclusive, safe, resilient, and sustainable (goal 11), and combatting climate change

impacts on transportation (goal 13). Sustainable transportation identifies cycling as an

 25

integral part because it plays several roles in mobility and accessibility when it comes to

users and the environment due to being emission-free. (Adams et al., 2021).

Moreover, Dugan et al. (2021) reported that passenger transportation is a

significant driver of climate change since it contributes significantly to anthropogenic

greenhouse gas (GHG) emissions. Additionally, to release enormous amounts of GHG,

passenger transport has undergone one of the fastest growth rates of any sector in recent

decades. As a result, achieving emission reduction targets of remaining below the global

1.5-degree temperature increase limit presents a significant challenge. Furthermore, it is

linked to issues like noise, local air pollution, geographic sprawl, safety, and health

concerns. With commuters accustomed to unsustainable practices due to path

dependencies and fossil-based, motorized transportation on the rise, society urgently

needs to rethink current system structures and support a transition to sustainable

transport.

Likewise, Ariyoshi et al. (2020) added that a sustainable transportation system

must provide safe and environmentally acceptable modes of transportation to all urban

residents. For instance, if the population cannot afford to travel by private automobile,

they must rely on public transportation to reach their destination. As a result, public

transportation should have a secure infrastructure and high-quality service. Furthermore,

Ariyoshi et al. (2020) reported that the motivation for creating a sustainable

transportation system is due to the increasing number of private vehicles. The increase in

private transportation due to the growing population and economic development is the

primary cause of traffic congestion. Lowering the number of cars on the road and

improving transportation infrastructure are critical ways to reduce traffic density in cities.
 26

However, reducing the number of vehicles, particularly private vehicles, will be

impossible unless the public is offered another option that is accessible, affordable,

convenient, and high-quality public transportation.

Bike Lane

Amidst the pandemic, people are choosing cycling as a new mode of

transportation. According to the Bureau of Customs, the importation of bicycles

increased from 1 million to 2.1 million units or by 112 percent in a year, from 2019-to

2020. The National Transport Policy encourages local government units and national

agencies to prioritize the building of suitable sidewalks and bicycle lanes networks to

promote sustainable and accessible mobility. The government is encouraging the

corporate sector to support this alternative mode of transportation by offering end-of-trip

services like bike parking and showers for employees who bike or walk to work.

The reduction of public transport imposed a huge toll on the convenience of

people, especially those who are working far from their home. As the pandemic

continues, resorting to bicycles as a form of transportation has captured the interest of

Filipinos. The volume of google searches by Filipinos on bicycles and e-bikes increases

in three consecutive months, according to a study of iPrice Group by Grecia L. (2021).

The number of searches in April 2020 tripled in the next month from 503,720 to

1,168,520 searches the next month. In the month of June, it further increased to

1,477.860.

From data regarding the total number of vehicles involved in accidents of

MMDA, Bike/E-Bike/Pedicab has a percentage of 2.40 % of involvement in accidents.

 27

This data shows the lack of protected lanes for cyclists as the volume of non-motorized

vehicles increased during the pandemic. The increase in the number of accidents could be

due to two factors. One is that the MMARAS now keeps track of the number of accidents

involving e-bikes and lumps them in with bicycles and pedicabs. Another factor is that,

during the pandemic, more individuals have turned to alternate modes of transportation,

such as bicycles, particularly during the first few months of quarantine, when public

transportation was far more limited than it is now as stated by Grecia L. (2021).

According to the study of Ganiron Jr., (2017) The Effects of Bike Lane

Infrastructure Ridership, people are aware of the benefits of using bicycles. Promoting

the use of bicycles and building bicycle networks are agreed will lead to priceless

benefits not only to the riders but for the environment. Among the cited benefits of the

study were reduction in pollution from motorized vehicles, less traffic congestion, lower

transport costs, and promoting the general health of the population.

Many believe that the state of bicycling is getting better over time as the covid 19

pandemic strikes. Some undoubtedly, switch to using nonmotorized vehicles as a form of

transportation in getting to the workplace in accordance with Tacadao M. & Villena I. C.

(2020). On the other hand, there are hindrances that a lot of bike users are facing when it

comes to better and safer bicycle riding. Apparently, issues regarding safety and lack of

protected lanes are the most obvious ones.

Public Transport

A study of Metro Manila’s Public Transportation Sector: Implementing a

Multimodal Public transportation Route Planner (2016) Filipinos primarily use public
 28

utility vehicles (PUVs) as a mode of transportation. Commuting is a common day-to-day

routine of working Filipinos. As the pandemic starts, the number of PUVs is reduced and

the number of passengers, especially on jeepneys, is lessened for the safety of

commuters. Even before the pandemic, the irregularities in commuting are experienced

by the passengers. According to a study of Metro Manila’s Public Transportation Sector:

Implementing a Multimodal Public transportation Route Planner (2016), Metro Manila’s

public transport sector is disorganized, despite the fact that the Transportation

Franchising and Regulatory Board (LTFRB) provided specific stops for buses and

jeepneys. The problem where these public transports let the passengers board and alight

anywhere they want causes traffic congestion.

There is doubt that traffic is inevitable in the Philippines, especially in Metro

Manila. As the Philippines remains one of the countries with the fastest economic

growth, Metro Manila accumulates roughly one-third of the national Gross Domestic

Product (GDP). It is obvious that Manila is populated and Filipinos rely on PUVs for

transportation. These factors contribute to traffic jams. The Philippines, ahead of

Vietnam, Singapore, Malaysia, and Indonesia, was named the region's fastest-growing

vehicle and motorcycle market in the 2014 ASEAN Automotive Federation sales report.

The country's entire social and economic development is threatened by the trend toward

car-dominated cities, which is compounded by an outmoded and low-quality public

transportation system. As of 2017, the cost of congestion in Metro Manila's capital region

was estimated to be USD 67 million per day, owing to lost opportunities, increased fuel

use, and health costs as claimed by Mariano P.

 29

Transportation, which comprises road, water, air, and rail transportation, is a

critical sector in the Philippines that connects population and economic centers across the

islands. Due to the general country's archipelagic nature, air and water transportation are

important modes of transport; yet, road transport dominates the subsector, contributing to

98 percent of passenger transport and 58 percent of cargo transportation. When public

transportation is assessed solely based on private costs, it will always be uneconomic.

GHG emissions reduction, social integration, development potential, and public

acceptability are all social benefits that come with a stronger public transportation

system. Several studies combine economic research with social and environmental

consequences of EV adoption in public transportation conforming to Agaton et. al.

(2020).

As claimed by the Study of Guno et. al (2021) Electrification of public utility

vehicles is important in the transition to a more ecologically friendly transportation

system. Electric vehicle (EV) adoption faces several obstacles, including financial

concerns, government rules, and public acceptance. With faster technological

breakthroughs in the electricity of two/three-wheelers, buses, and trucks, the market for

electric vehicles (EVs) is rapidly rising. EVs are intended to reduce air pollution, reduce

oil reliance, and facilitate the transition to a zero-emission transportation sector by

replacing combustion cars. Electrification of the public transport system has been rapidly

spreading across countries and various types of vehicles, from rail to buses and cars. With

the fast expansion of economic activities and urbanization, the number of PUVs and

private vehicles expanded dramatically, resulting in pollution problems and more

frequent traffic congestion in cities. To address these issues, the Philippine government
 30

implemented several policies, including Clean Air, which aims to maintain clean air that

meets National Air Quality Guidelines, and the PUV Modernization Program (PUVMP),

which replaces old combustion vehicles (c-PUVs) with more environmentally friendly

electric vehicles.

According to the Study of Mayo et. al. (2020) Traffic congestion, rising travel

costs, and private and semi-private for-hire automobiles are all highly listed factors in

transportation when compared to various mass transportation systems. One of the most

significant issues to consider when aiming for a sustainable transportation system is

understanding the factors that influence commuters' mode of transportation choice.

Transport plays a vital role in the mobility of people and products. As the world has

become more industrialized and urbanized, the need for transportation has expanded in

full agreement. Although Southeast Asia's rate of urbanization is expected to diminish

over the next few decades, the Philippines is experiencing the opposite. As a result of

rising urbanization and population in its metropolitan areas. The insufficiency of

transportation infrastructure in cities has forced people to invent low-cost, innovative

transportation alternatives.

Non-Motorized Transport
 31

According to Van Rooyen et al., (2016) Lack of Non - motorized transport

infrastructure and facilities also influences the behavior and choice of a particular mode

of transport.

According to (Nijat Valiyev et al.) (2019), the development of non-motorized

transportation such as pedestrian mobility and cycling hasn't been considered a separate

mode of transportation in the city. cycling and walking have not been considered as a

mode of transportation. Management and preparation of these modes of transportation

haven't been considered and institutionalized as a standalone business line. Additionally,

the most environmentally friendly transportation methods are those that don't use fossil

fuels and include walking and bicycling. The planet reaps the benefits of every motorized

trip replaced with non-Motorized transport (NMT) when it comes to climate protection,

noise reduction, energy consumption, and local air pollution. NMT - Trips potential for

the replacement of motorized trips consist of both quick trips and longer trips, combined

with the usage of public transport.

Based on the survey conducted by the International Journal of Engineering

Research & Technology (2021) 90.8 % of individuals believe biking and walking are

more health advantageous for them, while 88.9 % of people believe that Non-Motorized

Transport is more environmentally friendly and also efficient in comparison with

motorized transport. Also, 82.4 % of people agreed to use an integrated transportation

system of NMT and public transportation, whereas 87 % of people chose to use NMT for

short trips like grocery shopping, vegetables, and other necessary needs.

Traffic Congestion
 32

As studied by Agyapong and Ojo (2018), rapid urbanization and economic

development potential in urban areas result in the need for large transport activities, and

when these requirements are met, traffic congestion happens simultaneously.

According to Afrin and Yodo, (2020) Analyzing traffic congestion, identifying

the causes, and developing mitigation strategies are essential for reducing traffic

congestion and for sustainable transport planning.

As studied by Higgins et al., (2018) High congestion and long commuting

distances may also be found to have damaging effects on the mental wellbeing of both

adult and elderly populations and result in higher mortality.

Bigazzi et al. (2015) studied that Traffic congestion can significantly increase the

pollutant inhalation of motorists and thus increase their traffic-related health risks.

According to Jianjun Wang and Jiaxin Sun (2019), as the accident is prolonged,

the traffic congestion will continue to create and change, thereby affecting the efficiency

and operation of urban roads constantly. If the accident occurs in the existing congested

channel section or intersection or occurs frequently during rush hour, the consequences

will be even worse.

Chapter 3
 33

RESEARCH METHODOLOGY

This chapter contains methods and processes that will guide readers and other

researchers to this study.

Research Design

In this research, the researchers will use an experimental research method. The

purpose of the study “Evaluation of Bike Lane along Sta. Cruz, Laguna Provincial Road”

is to evaluate the existing bike lane based on the DPWH Department Order No. 88 in the

road network in a systematic procedure and to develop a new model based on the present

situation.

Preliminary Observation
 Road Inventory
 Traffic Volume
 Driving Behavior

v
Survey Data Collection Bike Lane Performance
 Possible increase traffic  ADT  Standard checking
volume of bike users  Mobility Assessment

v v
Model Interpretation (PTV Vissim)
 Delay Results
Online Survey Questionnaire
 Vehicle Travel Time results
 Network Performance Results

Figure 3.1

The procedure of the research will firstly, the researchers will conduct a

preliminary observation regarding the map of the bike lane, the traffic volume, and
 34

driving behavior, then will compute for the Average Daily Traffic and will record the

average motor vehicle speed in a road network that is necessary for selecting the standard

bike lane design. After that, a survey questionnaire and video survey will be conducted to

assess the mobility, and another survey questionnaire to determine the percentage of

motor vehicle users that is interested in using bike lane if it is safe and efficient. After all

the data and information is collected, it will be used in the simulation software PTV

VISSIM for evaluation and designing.

Preliminary Observation

The researchers will use Google Earth to determine the layout and to measure

approximately the total distance of the road network with an existing bike lane. The

actual dimension of the road will be measured using the surveyor’s measuring tape to

determine its physical properties. The researchers will obtain the volume of vehicles

through manual counting and will also observe the driving behaviors of the motor

vehicles and cyclists that will be used in setting parameters in microsimulation traffic

software PTV Vissim.

Data Collection Method / Procedure

Traffic data such as Average Daily Traffic (ADT) will be computed based on the

gathered volume of vehicles through manual counting. Manual counting of the traffic

volume will be recorded in a span of 12 hours, from 6 AM to 6 PM. Meanwhile, the

operational speed on the road network will be gathered using the mobile application

Smart Speed.
 35

In terms of mobility, researchers will conduct a video survey to assess the

mobility in the bike lane. The cyclist will attach a camera to record the situation on the

bike line while recording its travel speed to determine the obstructions that cause it to

slow down or stop. To further support the video survey, an online survey questionnaire

was conducted to capture the point of view of the cyclists in Sta. Cruz, Laguna using the

bike lane in terms of mobility. This method was adopted in the study of Villegas et al

(2020) “Suitability Assessment of the Philippine Bike Lane Design Guidelines on Urban

Roads in Metropolitan Manila”.

An online survey will also be conducted for the motor vehicle users if they are

willing to switch or try on using bicycles as a mode of transportation if there is a safe and

efficient bike lane. This survey will be an indicator of the projected number of users of

bicycles that will be an input on PTV Vissim.

Data Processing Method

Using the Average Daily Traffic, the standard bike lane can be selected based on

the Bike Lane Classification Selection Graph of DPWH D.O No. 88. For the calculation

of the ADT using the traffic data, equation 1 will be used.

ADT = PCU * DD * DL (equation 3.1)

where:

ADT = Average Daily Traffic on the design lane

PCU = Passenger Car Unit

DD = directional distribution factor

 36

DL = lane distribution factor

After the ADT was computed, and with the travel speed data of the vehicles, the

standard bike lane design will be selected. Then, the actual bike lane will be evaluated by

comparing it to the provided standard bike lane design of DPWH if it follows the

minimum standard.

Figure 3.2

Figure 3.2 is the Bike Lane Classification Graph provided by the DPWH

Department Order No. 88. Based on the Motor Vehicle Volume (ADT) and Motor

Vehicle operating speed on the selected road network, the standard bike lane design can

be selected according to its classification: Shared Used Path or Separated Bike Lane

(Class I), Separated Bike Lane (Class II), and Shared Roadway Bike Route (Class III).
 37

The mobility in the bike lane will be evaluated through a video survey. And the

researchers used a mobile application, STRAVA, to record the speed and travel time in

the selected route of the bike lane. This allows determining the reason for the sudden

slow down or stop of the cyclist.

The projected increase in bicycle users will be computed in percentage. The

percentage of increased users of bike lanes will decrease the vehicular flow, therefore,

adjustments on the approximate traffic volume will be considered in the microsimulation

tool.

Research Participants

A survey questionnaire for the assessment of mobility will be conducted online.

The respondents are the average number of bike users from Sta. Cruz, Laguna, who uses

the bike lane on a daily basis since it was implemented, either as a service for

work/running errands or by means of recreational activity. This will justify the survey as

they are more experienced in the daily situation on the bike lane.

On the other hand, a survey questionnaire will also be conducted to determine the

percentage of private vehicle owners/ driver who is willing to switch on using a bicycle

as a service if there would be a safe and efficient bike lane. There were one-hundred

(100) considered in the study. The respondents of the survey were also from Sta. Cruz,

Laguna has a motor vehicle and uses the road network daily.

Model Interpretation in Computer

Once the data and other necessary information regarding the traffic volume and

driving behavior were collected, then the researchers will model the data using a
 38

microscopic traffic simulation tool PTV VISSIM. The scenario in the road network will

be recreated in simulation software. After the model of the real-world was created and

validated, and the defined variables to get were considered (delay results, vehicle travel

time results, and network performance results), the researchers will test different road

scenarios. The experiment through simulation software includes changing the width of

the bike lane according to the guideline, or which systematic design will bring the most

efficient and safe travel for both motorized vehicles and vulnerable road users such as

cyclists.