IMPACT OF CURBSIDE BUS STOPS ALONG N.

BACALSO
NATIONAL HIGHWAY FROM BRGY. BULACAO SOUTH
TOWN CENTER TO TABUNOK FLYOVER ON
TRAFFIC FLOW AND EFFECTIVENESS ON
PUBLIC TRANPORTATION

A Study

Presented to the Department of Civil Engineering

Cebu Institute of Technology – University

Cebu City, Philippines

In Partial Fulfillment

Of the Requirements for the Degree

Bachelor of Science in Civil Engineering

By

Gems Arbilon
Johniño de la Torre
Cristenne Rose Lanzaderas
Joseph Niño Rama
Harren Serge Socobos
Jhe Christ Tirado

November 2022
 ii

APPROVAL SHEET FOR THESIS PROPOSAL HEARING

This is a proposal entitled, “IMPACT OF CURBSIDE BUS STOPS

ALONG N. BACALSO NATIONAL. HIGHWAY FROM BRGY. BULACAO
SOUTH TOWN CENTER TO TABUNOK FLYOVER ON TRAFFIC FLOW AND
EFFECTIVENESS ON PUBLIC TRANPORTATION.”, prepared and submitted by
Gems Arbilon, Johñino de la Torre, Cristenne Rose Lanzaderas, Jhe Christ
Tirado, Harren Serge Socobos, and Joseph Niño Rama in partial fulfillment of
the requirements for the degree Bachelor of Science in Civil Engineering is
hereby recommended for study approval.

Engr. John Le Carre A. Enerlan

Adviser
Date: _____________

_____________ _____________
Panelist Panelist
Date: _____________ Date: _____________
 iii

TABLE OF CONTENTS

Page
TITLE PAGE …………………………………………………………………………. i
APPROVAL SHEET ………………………………………………………………… ii
TABLE OF CONTENTS ……………………………………………………………. iii
LIST OF TABLES …………………………………………………………………... iv
LIST OF FIGURES …………………………………………………………………. v
CHAPTER 1 INTRODUCTION
1.1 Rationale ……………………………………………………………. 1
1.2 Conceptual Framework ……………………………………………. 3
1.3 Problem Statement ………………………………………………… 4
1.4 Significance of the Study …………………………………………. 4
1.5 Scope and Limitations ……………………………………………... 5
1.6 Definition of Terms …………………………………………………. 5
CHAPTER 2 THEORETICAL BACKGROUND ……………………………………7
CHAPTER 3 RESEARCH METHODOLOGY
3.1 Research Design …………………………………………………… 15
3.2 Research Environment ……………………………………………...15
3.3 Research Instruments/Equipment ………………………………... 17
3.4 Research Procedure ………………………………………………. 17
3.5 Data Analysis ………………………………………………………. 20
BIBLIOGRAPHY …………………………………………………………………….. 21
Appendix A TIMETABLE OF ACTIVITIES ……………………………………… 24
Appendix B CURRICULUM VITAE ………………………………………………. 25
 iv

LIST OF TABLES
Table Page
1 Level of Service based on traffic volume count …………….. 19
2 Level of Service based on traffic density ……………………. 19
 v

LIST OF FIGURES
Figure Page
1 Conceptual Framework Diagram ……………………………… 3
2 Location of the Study ……………………………………………16
3 Location of the Study ……………………………………………16
 1

CHAPTER 1
INTRODUCTION

1.1 Rationale

Transportation is one of the backbones of any country and its economy.

Efficient supply of transport facilities must be ensured for sustainable
development. Millions of people travel every day and use public transportation for
their livelihood and leisure. Public transportation is a type of transportation that
enables larger groups of individuals to travel together along assigned routes.
Everyone inevitably experiences how to commute using public transportation to
travel to their destination. According to American Public Transportation
Association (APTA) report from 2022, an estimate of 34 million people uses
public transportation each weekday. Transport modes have evolved like the
development of light rail and subway transits to accommodate the demand for
mass transportation and the steady growth of the population. Public
transportation networks lay the foundation for cities to develop in several ways
that make them more livable and economical. Furthermore, the use of public
transportation offers benefits like the reduction of carbon footprints and provides
both economic and personal opportunities.
The Philippines is a developing nation with a population of over 92 billion
people concentrated in dense metropolitan areas like Cebu City, Metro Manila,
etc. The transport sector of the Philippines has addressed key problems
regarding the current urban transportation system like poor road networks and
maintenance, heavy traffic congestions, weak sector governance, etc. According
to the Asian Development Bank (2012), our current public transport system is
deemed unsafe and unreliable. Traffic management and urban planning are
unsuccessful. In addition, the roles of private sector in the provision of transport
infrastructures and facilities have been inconsistent and enforcement of traffic
regulations and rules is lax. In recent years, private sector investment in transport
infrastructure has been declining both in terms of monetary value and as a
 2

percentage of Gross Domestic Product (GDP) (Asian Development Bank, 2012).

Furthermore, in most of our urban areas, Public Utility Vehicles (PUV’s) are
operated by private organizations whose primary goal is profit hence creating
situations where drivers and operators become competitive with each other in
their efforts to collect as many passengers as possible to the point where road
signals and safety signs are neglected. All these factors lead to the increased
levels of traffic congestion, air pollution, and accident rates in urban areas.
Majority of the urban public transportation in the Philippines is comprised
by land-based vehicles such as buses, jeepneys, taxis, and tricycles & nearly
most of the people in the country rely on public transportation for their daily
travels. Bus transits are a major element in the urban transportation in cities due
to the Light Rail Transit (LRT) being confined in Metro Manila where it is heavily
funded. Bus transportation is the only form of mass land public transportation in
other urban areas and contributes significantly to the economy by offering a cost-
effective means of transportation. Optimal use of urban spaces and development
of transport facilities have proven to be an effective strategy in the improvement
of the operational conditions for public transportation and achieving good
roadway capacity. With the urbanization expected to carry on in the Philippines
and the recommencing of back to normal set - ups, urban transportation
infrastructure and facilities will play a huge role in meeting travel demands and
maintaining the mobility within major urban populations like Talisay City.
According to Talabong (2017), the Department of Transportation (DOTR) has
developed proposals and launched the PUV Modernization program (PUVMP)
where there is the phasing out of jeepneys and old PUV’s to pave way for better
public transportation modes.
In Talisay City, several modern bus transits like People’s jeep, Beep, and
Cibus have long operated. However, buses can produce longer traffic
congestions when loading passengers off/on due to their considerably bigger
dimension sizes than jeepneys and pedicabs. In addition, bus transport facilities
are inadequate and lack maintenance or improvements leading people to shift to
the use of personal vehicles and increasing the overall volume of cars in the
 3

road.
With these problems stated, this study will analyze the existing curbside
bus stops and their impacts on the traffic flow and capacity as a basis for
necessary improvements to the future travel conditions in Cebu as bus transits
grow. Proper bus stops propose a more efficient way of commuting as it provides
a more organized manner and proper stopping areas for the loading/unloading of
passengers especially for senior citizens and PWD’s, promote road safety and
discipline, and can ensure that every bus would go through every stop at their
proposed routes for people living in certain areas. The need for solutions
regarding the traffic problems in our city must be met. Our public transportation
system needs to be maximized to give people a viable alternative from using
private cars and promote public transportation as a first option of travel. This
study aims to know the efficiency of curbside bus stops particularly along N.
Bacalso National Highway from Brgy. Bulacao (South Town Center) to Tabunok
Flyover as transportation infrastructures/facilities.

1.2 Conceptual Framework

Impact of Bus stops for modern Jeeps

and buses on N. Bacalso National
Highway, Brgy. Bulacao to Brgy
Bulacao, Talisay City Cebu

Existing Location of Numbers and types Traffic data in the

Bus Stop of Buses utilizing area of location of
Bus stop Bus Stops

Guidelines and Traffic surveys for

formulas from the Traffic Impact Annual Average Daily
vehicle classification Assessment Traffic (AADT) of bus
Highway Capacity count and road
Manual (HCM) and the (TIA) stops within the study
inventory survey area
Indian Road Congress
(IRC-106)
Effectiveness of both Traffic Analysis of
modern mini buses and data and the
provincial buses to use impact of Bus
Safety Assessment of Stops of its
the location of Bus bus stop
location in regards
Stop of traffic

Figure 1. Conceptual Framework Diagram

 4

1.3 Problem Statement

The main purpose of the study is to establish how bus stops along N.
Bacalso National Highway from Brgy. Bulacao (South Town Center) to Tabunok
Flyover affect the current road conditions such as traffic and road capacity. This
study aims to answer these following questions.

1.) What are the impacts of the existing bus stops to the traffic flow and
road capacity along N. Bacalso National Highway Barangay Bulacao to
Barangay Tabunok?

2.) What is the level of service of the existing curbside bus stops?

1.4 Significance of the Study

The significance of this study focuses mainly on the sector of transportation.
This will provide relevant data on designated bus along N. Bacalso National
Highway from Brgy. Bulacao (South Town Center) to Bulacao Flyover. This aims to
lessen the effects of traffic congestion while focusing on the safety and
effectiveness of public transportation.
The study will greatly contribute to the transportation sector to enhance the
traffic along the streets in Cebu while maintaining the safety and effectiveness of
public transportation.
To the commuters along N. Bacalso National Highway from Brgy. Bulacao
(South Town Center) to Bulacao Flyover, it will provide information for designated
bus stops where modern jeepneys and buses will be accommodating passengers
for ease of access to public transportation.
To the local government, it will improve the transportation system and
facilities in the area through the information of the designated bus stops.
To the future researchers, provide a reference for improvements and
alternatives to lessen the traffic congestion while maintaining the safety and
effectiveness of the public transportation.
 5

1.5 Scope and Limitation

This study solely aims to define a significant measurement of the degree of

efficiency and is limited to the existing curbside bus stops along N. Bacalso
National Highway from Brgy. Bulacao (South Town Center) to Tabunok Flyover.
This is only to assess the current levels of service (LOS) of the existing bus stops
and its impacts to the roadway capacity and traffic conditions in the area. The
primary objective is to determine the impacts of the existing bus stops to the
traffic stream conditions along the location. This study does not include the
design, changes, and management of the bus stops. Moreover, some of the
steps that the researchers will conduct/determine are as follows:

• Conduct Traffic Count/Volume surveys to determine the average number

of minibuses and buses in daily traffic.
• Define existing road features and transportation facilities such as
jeepneys, v-hire, motorcycles.
• Determine the level of service for existing bus stops and roadway capacity
through Traffic Impact Assessment methods/analysis.

1.6 Definition of Terms

The following are terms that are used in the study and their corresponding
definitions:
Capacity - is a measure of the demand that a highway/facility can potentially
service.
Curbside - the area of a road or sidewalk that is closer to the curb.
Degree of Efficiency - the output/input ratio for operation at nominal loading.
Level of Service - a term used to qualitatively describe the operating conditions
of a roadway based on factors such as speed, travel time, maneuverability,
delay, and safety.
Mass Transit - the movement of people within urban areas using group travel
technologies such as buses and trains. The essential feature of
mass transportation is that many people are carried in the same vehicle such as
 6

buses or collection of attached vehicles (trains).

Mode of transport - a term used to distinguish between different ways of
transportation or transporting people or goods.
Public Utility Vehicle (PUV) – are land-based vehicles that provide transportation
or movement for the public.
Traffic count - a count of vehicular or pedestrian traffic, which is conducted
along a particular road, path, or intersection. A traffic count is commonly
undertaken either automatically or manually by observers who visually count and
record traffic on a hand-held electronic device or tally sheet.
Traffic flow - study of the movement of individual drivers and vehicles between
two points and the interactions they make with one another.
Traffic Management - refers to the combination of measures that serve to
preserve traffic capacity and improve the security, safety, and reliability of the
overall road transport system.

Transportation - the movement of goods and persons from place to place and
the various means by which such movement is accomplished.
Transportation networks - generally refer to a set of links, nodes, and lines that
represent the infrastructure or supply side of the transportation. The links have
characteristics such as speed and capacity for roadways; frequency and travel
time data are defined on transit links or lines for the transit system.
Transit Bus - a type of bus used on shorter-distance public transport bus
services. Several configurations are used, including low-floor buses, high-floor
buses, double-decker buses, articulated buses, and minibuses.
 7

CHAPTER 2
THEORETICAL BACKGROUND

Current major transportation issues that the Philippines is facing, many of

which are interconnected, include the poor intermodal integration, inadequate
sector governance, lack of quality urban transportation systems, and low private
investment in transportation infrastructure. A solution to address many of the
issues currently related to urban transportation is by designing and implementing
new public transportation networks that integrate and boost the usage of public
transportation. This would lower the cost of urban mobility and boost the
economic productivity of urban areas (Asian Development Bank, 2012). In
developing nations, the capacity of roads is negatively impacted by increased
roadside activities in addition to significant vehicle growth/volume. Metro Cebu is
the Philippines' second-most progressive city. PUVs play a crucial part in the
entire Metro Cebu urban transportation system, not just for city commuters but
also for the preservation of Filipino culture.
In the study by Arnado et al. (2019), in the Philippines, zoning, roads, and
city establishment are all planned at the same time. With an increase in the
demand for both public transportation and private transportation, cities are having
trouble with traffic congestion. Road traffic mismanagement alone resulted in 41–
42 traffic accidents per day in 2007, a minor decrease from the daily average of
43 accidents in 2003. In 2001, the National Statistical Coordination Board
(NSCB) estimated that 28% of these collisions were caused by driver mistake,
bringing the yearly figures to 674 road fatalities. Due to its accessibility and
affordable fares, PUJs have been the primary form of transportation for most
Filipinos. The cultural importance of displaying Filipino identity is likewise linked
to PUJs. The PUJ is the most popular public transportation in Cebu City, just like
it is in other urbanized part in the nation, as more and more people moved there
to reside.
Buses must stop in the road to pick up or drop off passengers at curbside
stops, frequently halting the flow of traffic behind them. Buses can stop at layby
 8

classifying bus stops as curbside versus layby stops represents a significant

difference in design that is likely to effect passing traffic, even though design
aspects vary within each of these categories. The limited mobility of traffic behind
the bus caused by frequent curbside pauses forces drivers to either wait for the bus
to move or decide with oncoming traffic to overtake the stopped bus (Fearnley &
Krogstad, 2017). Road administrators in Norway mostly use layby stations at higher
speed limits (typically > 60 km/h) and traffic loads (typically > 10,000 vehicles
passing each day). It is possible to contemplate curbside or layby pauses when
traffic loads and speed limits are lower. Critics contend that curbside stops increase
the risk of collisions by requiring drivers to make risky maneuvers to pass stopped
buses or by forcing pedestrians to cross the road from behind the bus, potentially
into the path of oncoming traffic (Hye, 2019). Curbside stop proponents counter
that buses pulling out of layby stops similarly increase the risk of colliding with other
road users, and that there is no empirical data to support greater collision rates
near curbside than layby stops (Wahlberg, 2002).
According to the study conducted by Antonio et al., (2006), one of the
major causes of traffic issues is the chaotic loading and unloading of the
passengers from different public transportation. The study focuses on the
process of rationalization which is the application of logic, rational argument, and
criteria to the evaluation of policies and other issues. To support the creation of a
sustainable stop strategy, this study intends to offer rational criteria for
determining bus stop locations along EDSA. Service area metrics are analyzed
and related to bus transit utilization using GIS and statistical analysis. The
suggested criteria are assessed using computer simulation, prediction equations,
and multi-linear regression. It was developed and suggested that a reasonable,
logical ranking and weighting criterion be used. Simulated bus performance has
significantly improved, and findings from prediction equations are compatible with
the impacts of service area characteristics that have been theorized. Aside from
the potential for the criteria to result in a considerable improvement, the
technique may be applied to other thoroughfares around the nation. Additionally,
the obtained prediction equations may be used to anticipate future boarding and
 9

alighting trends along EDSA. Finally, these prediction equations demonstrate that
trip generation is highly influenced by land use class regions.

According to the study conducted by (Y. Bouquet, 2014), The amount of

available road space is a significant factor on the quality of the traffic. Given that
Manila looks to have a relatively low density of roads per square kilometer and
roadways per resident when compared to other urban areas, Manila is also one
of the cities that is most likely to be crowded. Simply said, there aren't enough
roads, and many of them are extremely small, to support smooth traffic. A single
bus turning onto such a route from its terminal will be sufficient to cause a minor
traffic bottleneck (such as Santrans depot near the Doroteo Jose metro station in
Quiapo). In Asian cities, the number of roads per square kilometer was fairly low
in 1980, before the significant growth in motorization rates, and this problem
cannot be quickly rectified unless the entire urban fabric is drastically redesigned,
Only China has attempted this on a large scale.
According to a study conducted by (Sajib, 2020), in Dhaka, the inadequate
transportation system is diminishing work and income options. Many responders
from remote locations miss their appointment due to traffic bottlenecks and a lack
of public transportation because most government job enrolment examinations
are held in the city's centre in the early hours of various holidays. During the
rainfall, it might be difficult to get a CNG auto-rickshaw (three-wheeled auto-
rickshaw) or a regular car. As a result, persons lacking access to dependable
private or public transportation frequently experience high rates of unemployment
or underemployment.
According to (Islam,2021), to ensure the efficient and safe flow of people,
commodities, and vehicles, traffic management systems are required. The
efficacy of the traffic management system is essential for the efficient and safe
flow of people, commodities, and vehicles. The current road infrastructure cannot
accommodate the city's projected traffic demands without efficient planning and
traffic management. One of the most crucial components of the traffic
management system is an understanding of the amount of the traffic. Negative
effects like congestion and accidents are brought on by insufficient lane and
 10

shoulder widths as well as the absence of signals. Based on the results of the
work, it may be suggested to take certain corrective actions to improve traffic
safety by providing enough lane numbers and widths (4 or 6), appropriate
signalling, and constrained scattered parking.

The bus stop system is one of the long existing types of transport facilities
that is still adapted to most of the urban transportation systems of developed
countries. Bus stops have a significant impact on the capacity of roads as the
demand for public transportation buses in developing countries' urban areas
increases due to these roadside activities and infrastructures (Raj et al., 2022).
Bus stops are viewed as a connecting point between the land use of the
neighborhood and a public transportation service, rather than just a place where
people board and exit buses. According to an Australian study Broome et al.
(2010), it was discovered that the availability of bus stops is one of the reported
features in facilitating the use of buses especially for senior citizens. From the
safety point of view, the bus stop is perhaps the most important part of the Bus
Public Transport System, as it represents the point where bus passengers may
interact directly with other road users (Kovacevic V., 2005).
The study of Tirachini (2014) states that the number of bus-stops along
urban routes is considered by estimating the percentage of stopping in low
demand markets and by understanding the interplay between bus stop size,
speed of running bus, spacing and congestion in high demand places. The study
presents an extensive review on the location and spacing of bus stops through
theories and practices. For fixed-stop services, the link between bus stop spacing
and demand depends significantly on the bus operating speed, frequency, and
dwell duration, with queue delays at bus stops having a significant influence. The
study finds that bus stop spacing should be reduced if demand increases a
constant bus running speed; however, if both bus running speed and the speed
of the passenger boarding process increase, then the distance between bus
stops should be kept long even at high demand levels.
According to Peter G. Furth et.al. (2007), Geographic information systems
and databases computing tools allow for more accurate bus stop position
 11

analyses. Significant adjustments in spacing, changes in stop placement have an

impact on walking, biking, and driving. Walking impact is the most essential and
intricate of these operating costs. Traditional models and stop spacing design
principles have quite different consequences on walking. They projected uniform
demand density and unrestricted walking paths. They created an analysis
process based on the roadway network and a parcel-level geographic database
provided by a local government agency, such as the city tax assessor. Walking
pathways and stop service area borders were determined using the street
network's shortest path and Voronoi diagram approaches. Data on each parcel’s
land use and development intensity were used to distribute historic on / off
counts, thus estimating the demand arising in each parcel. The demand at each
stop, walking distance, ride time, and operating cost impacts can then be
calculated for alternate stop settings. Case studies on transportation routes in
Boston and Albany demonstrate the method's applicability. The findings
corroborate the benefits of a recent stop rationalization project in Boston and
demonstrate how planned stop deletion / relocation plans might be improved to
achieve a greater net benefit to society.
The selection of the bus stop design, location, lighting/signages and other
amenities play a vital aspect in determining the effectiveness of a bus stop and
maximizing its level of service and overall safety. A survey was conducted on the
important factors to be considered at a bus stop. Most survey participants ranked
safety-related factors as being crucial, emphasizing the significance of the bus
stops' overall security. More than 70% of respondents claimed that a safe
environment makes them feel safer, and another 20% claimed that a safe
environment and location are important. In a related manner, a clear majority of
respondents said that lighting, roofs/shelter, seats, signages, trash cans, and
accessibility at bus stops is also significant. Determining the appropriate
spacing and location of bus stops can not only reduce costs but also improve
overall travel time and functionality. To add, different bus stop layouts, such as
curb side stops, bus bays, queue jumpers, and nubs, each have a respective
 12

significant impact on the traffic flow on a certain area. Memphis Urban Area
Metropolitan Planning Organization (2017).
A study by Sathisan and Srinivasan (1998) conducted that a basic function
of any transportation facility is to provide accessibility and mobility to the end
user. Accessibility in general terms referred to the capability of being reached,
and mobility referred to the ease with which a movement can take place. In the
past, accessibility was calculated based on how close individuals, locations, or
services were to a transportation system. Journey time, travel distance, or a
generalized travel cost function were all used to gauge proximity. The journeys
that may hypothetically be undertaken between two locations based on some
relative attractiveness metrics had also been estimated using transportation
demand models using some measure of accessibility. Therefore, it can be shown
that quantifying accessibility is beneficial in three ways: system evaluation to
track changes in the urban system, whether they are planned; Travel demand
modelling as input variables in modelling travel choice situations; and urban
development models to model urban form.
According to Luthy et al., (2016), a comparative efficiency study between
bus bays and curb side bus stops found that an appropriately located bus bay
type of bus stop instead of curb side bus stops are more effective to minimize
delays. According to the results of the study, Model 2- the road segment with the
bus bay, showed a marginal decrease in travel time, density, and delay in
contrast to Model 1 - the road segment with the curb side bus stop. In most
situations, traffic in Model 2 had a faster average speed in comparison to Model
1. The Model 1's curb side lane was used for passenger boarding and exiting, so
the road became congested. Model 1 caused even more delays because there
was a long bus wait in the traffic lane. Quite the opposite, due to the bus bay's
location outside of the traffic lanes, Model 2's traffic flow was not obstructed.
Urban planning must be accurate in the assessment of various factors and
guidelines gathered for the proper development of bus stops particularly
regarding its design, location, accessibility, and features for overall functionality in
urban roads.
 iv

In a study by Chethan and Khatawkar (2015), the capacity of the

roadway curb lanes is significantly influenced by bus stops. Buses primarily
use these lanes to enter and exit bus stops, which causes them to obstruct
passing vehicles. The characteristics of how traffic moves along a road are
significantly influenced by type and number of bus stops that are present there.
Therefore, it can be assumed that any change to the current location of a bus
stop could result in a change in the highway's capacity. The obtained data was
used to analyze capacity and level of service in accordance with IRC.
Parameters such as dwell time, clearance time, dwell time variability, and
failure rate are recorded at each bus stop. The capacity of each bus bay stop
was determined using these factors. On urban roads, factors like traffic density,
speed limits, the frequency of intersections, the presence of bus stops, on-
street parking, roadside commercial activity, and pedestrian volume have a
significant impact on the level of service. Traffic volume was converted into
equivalent PCU values in accordance with IRC code, and traffic density and
traffic volume count as per IRC 106: 1990 were used to analyze the Level of
Service. The maximum number of buses per loading area per hour (Bbb) is
calculated by Equation (1) as per HCM.

Bbb = 3600(g/C)/tc + (g/C)td + Za(Cv)(td)

Where:
Bbb = total number of buses per loading area per hour
g/C= ratio of effective green time to total length of traffic signal cycle (1.0 if not
at a signalized intersection)
tc= clearance time between consecutive buses (s)
td= mean dwell time (s)
Za= one-tail normal variation of the probability that congestion/queues will not
form behind the stop
cv= coefficient of variation for dwell time.

The vehicular capacity of a bus stop per hour is given by:

 14

Bs = Neb (3600(g/C)/tc + (g/C)td + Za(Cv)(td)

Where:
Bs = maximum bus stop capacity
Neb = no. of effective bus loading areas.

Density is calculated from the mean travel speed and flow rate as per the
equation below:

D=v/S
Where:
v = flow rate (veh/h)
S = mean travel speed (km/h)
D = density (veh/km)
 15

CHAPTER 3
RESEARCH METHODOLOGY

3.1 Research Design

The researchers employed Applied research design and secondary data
analysis research Applied research design in solving the poor public transport
along N. Bacalso National Highway, Barangay Bulacao. Secondary data analysis
design is a research design method that researchers acquire a data from an
existing study. The data will be derived from Talisay City government traffic
department and City of Talisay Traffic Operations & Development Authority. The
study will require existing data gathered from different traffic information agency
that conducted traffic surveys along the National Highway starting from South
Town Center Bulacao to Tabunok Flyover in the City of Talisay. The gathered
data will be utilized for calculating the Level of Service (LOS), Roadway capacity,
and the Annual Average Daily Traffic (AADT) of bus stops within the study area
and these calculations will be presented in the results section of this paper.

3.2 Research Environment

The location of the research will take place along Natalio Bacalso Avenue
or mostly known as N. Bacalso from Brgy. Tabunok (South Town Center) to
Brgy. Tabunok Flyover (BDO). The research would focus on the main national
highway /arterial road of Barangay Tabunok. The selection of the location was
based on the availability of existing curbside bus stops, heavy traffic volume
particularly during peak hours, availability of buses and other modes of public
transportation, and is outside the scope of work of the Cebu Bus Rapid Transit
project developed. As stated from an article by Bonjoc (2015), the traffic woes in
Talisay City can be mainly attributed to the increasing number of vehicles and
lack of road widening. Furthermore, the location is used for several new modern
jeeps and buses with new routes along the road.
 16

Figure 2. Location of the Study: N. Bacalso National Highway

(Sources: Google Earth)

Figure 3. Location of the Study: BDO Tabunok to South Town Center

(Sources: Google Earth)
 17

3.3 Research Instruments/Equipment

The researchers will use transportation data collection tools in gathering
field data such as traffic surveys, manual direct method of both traffic volume and
vehicle classification count, and a road inventory survey. These will include a
record or tally sheet for tabulation of data. Furthermore, the researchers will use
a Traffic Impact Assessment (TIA) in the analysis of collected data at bus stops.
In addition, the researchers will use guidelines and formulas from the Highway
Capacity Manual (HCM) and the Indian Road Congress (IRC-106) as basis.

3.4 Research Procedure

The researchers will conduct the study along the arterial road of N.
Bacalso National Highway specifically from South Town Center Barangay
Bulacao to the Bulacao flyover and vice versa. The researchers will comply and
coordinate with the Traffic District of Talisay or Department of Public Works and
Highways Cebu District 2 for requirements to be submitted and verified to obtain
initial existing data of traffic studies and records and road inventories and details
in the proposed area of study. Field data collection through quantitative methods
are to be conducted for additional or supplementary data. The field data will be
gathered through manual traffic volume count, and road inventory survey
conducted by the researchers. Furthermore, the researchers will seek approval
for all necessary letters and authorization that must be complied to conduct the
field surveys needed. Once all requirements are complied and authorization is
approved, the researchers will conduct traffic field surveys on the area of study.
The researchers will manually conduct the traffic volume surveys and
count the total number of both public and private vehicles passing the area within
the bus stops on peak hours specifically during 7 – 8 AM and 5 – 6 PM of the
day. In addition, the researchers will determine the current road details for the
road inventory survey. Gathered data from both conducted traffic surveys will be
tabulated and encoded in a data and record sheet.
 18

The researchers will analyse the gathered and encoded data through
statistical methods /analysis and a Traffic Impact Assessment based on some of
the transportation formulas and standards on the Highway Capacity Manual
(HCM) and the Indian Road Congress:

Vehicular capacity of a bus stop per hour:

Bs = Neb (3600(g/C)/tc + (g/C)td + Za(Cv)(td)

Where:
Bs = maximum bus stop capacity
Neb = no. of effective bus loading areas.

Traffic Density
D=v/S
Where:
v = flow rate (veh/h)
S = mean travel speed (km/h)
D = density (veh/km)

Maximum number of buses per loading area:

Bbb = 3600(g/C)/tc + (g/C)td + Za(Cv)(td)
Where:
Bbb = total number of buses per loading area per hour
g/C= ratio of effective green time to total length of traffic signal cycle(1.0 if not
at a signalized intersection)
tc= clearance time between consecutive buses (s)
td= mean dwell time (s)
Za= one-tail normal variation of the probability that congestion/queues will not
form behind the stop
cv= coefficient of variation for dwell time.
 19

Table 1 Level of Service based on traffic volume count

Level of Service Traffic state and

V/C ratio
(LOS) condition

A Free flowing 0 – 0.6

Flow is stable with

B 0.6 – 0.7
unaffected speed
Flow is stable but
C 0.7 – 0.8
speed is affected
High density but flow is
D 0.8 – 0.9
stable
Capacity level with
E 0.9 – 1
slow speed
F Breakdown flow Greater than 1

Table 2 Level of Service based on density

Level of Service Density Range

A 0 - 10
B 10.1 – 16
C 16.1 – 24
D 24.1 – 32
E 32.1 – 45
F Greater than 45
 20

3.5 Data Analysis

The preliminary data gathered from the Talisay City government traffic
department and City of Talisay Traffic Operations & Development Authority and
the data recorded from field surveys such as traffic count and traffic volume will
serve as the groundwork for the Data analysis. To determine the road capacity
and level of service of the areas within the existing bus stops, the data gathered
will be analyzed through statistical/quantitative methods and traffic impact
analysis based on the Highway Capacity Manual (HCM) and the Indian Road
Congress (IRC-106).
 21

BIBLIOGRAPHY

Books

Roess, R. P., & Prassas, E. S. (2000). HCM 2000: Highway Capacity Manual.
Transportation Research Board, National Research Council, Washington,
D.C. https://doi.org/10.1007/978-3-319-05786-6

Garber, N.J. and Hoel, L.A. (2010) Traffic and Highway Engineering. 4th Edition,
Cengage Learning, USA.

IRC-106-1990. Guidelines of Capacity of Urban Roads in Plain Areas. Indian

Road Congress, New Delhi.
https://law.resource.org/pub/in/bis/irc/irc.gov.in.106.1990.pdf

HCM. (2010). HCM 2010: Highway Capacity Manual (5th Edition). Transportation
Research Board, National Research Council, Washington, D.C.
https://doi.org/10.1007/978-3-030-34480-1

Online Sources

Tirachini, A. (January 2014). The economics and engineering of bus stops:

Spacing, design and congestion. Transportation Research Part A: Policy
and Practice, 37-57. Retrieved from
https://www.sciencedirect.com/science/article/abs/pii/S096585641300190
0 on October 9, 2022
Chethan, K.N.T., & Khatawkar, R. (July 2015). Impact of Roadside Bus Stops on
Capacity of Roadway. IJATES, Volume 3, Issue 7. Retrieved from
http://www.ijates.com/images/short_pdf/1438264694_P147-
157.pdf?fbclid=IwAR1gBGPPNoAUjhjFuBieZeB6WH1DmpPH4EuIsG3oU
7BV9wp-Ok7oBZOWa18 on October 12, 2022.
 22

Wahlberg, A.E. (2002). Characteristics of low-speed accidents with buses in

public transport. Accident Analysis & Prevention. Retrieved from
https://www.sciencedirect.com/science/article/abs/pii/S000145750100063
X on October 29, 2022
Høye, A. (2019). Stops for Buses and Trams, Chapter in On-line Handbook.
Road Safety Handbook, 3(27), Norwegian. Institute of Transport
Economics. Retrieved from http://tsh.toi.no/
Fearnley, N., & Krogstad, J.R. (2017) God samfunnsøkonomi å forsinke bilister.
Retrieved from https://samferdsel.toi.no/meninger/god-samfunnsokonomi-
a-forsinke-bilister-article33797-677.html
Luthy et al., (2016). Systemwide effects of bus stops: bus bays vs. curbside bus
stops. 95th Annual Conference of Transportation Research Board 2016
Retrieved from https://core.ac.uk/download/pdf/327122636.pdf
Arnado et al., (March 2019). Public Utility Jeepneys (PUJs) in Cebu City, Central
Philippines: Regulations and Implications to Traffic Congestion. Retrieved
from
https://www.researchgate.net/publication/331432725_Public_Utility_Jeepn
eys_PUJs_in_Cebu_City_Central_Philippines_Regulations_and_Implicati
ons_to_Traffic_Congestion
Antonio, C.A., et al., (2006). Determination of Parameters for Assessing Bus
Transit and Service Area Relationships along EDSA. Retrieved from
https://www.journals.upd.edu.ph/index.php/pej/article/view/1801
Furth, P., et al., (2007). Stop Spacing Analysis Using Geographic Information
System Tools with Parcel and Street Network Data. Transportation
Research Board. Retrieved from
https://www.researchgate.net/publication/239439204_Stop_Spacing_Anal
ysis_Using_Geographic_Information_System_Tools_with_Parcel_and_Str
eet_Network_Data/references
Memphis Metropolitan Planning Organization. (2017). Bus stop design &
 23

Accessibility guidelines. Retrieved from

https://memphismpo.org/resources/projects-overview/bus-stop-design-
and-accessibility-guidelines
 24

APPENDIX A
TIMETABLE OF ACTIVITIES
 25

APPENDIX B
CURRICULUM VITAE

ARBILON, GEMS RAYMOND L.

Ormoc City, Leyte
grarbilon06@gmail.com

PERSONAL BACKGROUND
Home Address : 962 yakal st. Baguioville Subdivision,
Brgy. San Pablo, Ormoc City, Leyte
Present Address : 321 Tres de Abril, Punta Princesa,
Cebu City
Date of Birth : April 06, 1998
Civil Status : Married
Religion : Roman Catholic

EDUCATIONAL BACKGROUND
Tertiary : Cebu Institute of Technology -
University, N. Bacalso Ave., San
Nicolas, Cebu City
(2017 – Present)
High School : Saint Peter’s College of Ormoc,
Cataag St., Ormoc City
(2011 – 2015)
Elementary : San Lorenzo Immaculate Conception
Parochial School, Brgy. San Pablo,
Ormoc City
(2004– 2010)
 26

JOHNINO Z. DE LA TORRE
Dawis, Talisay City, Cebu
Johndelatorre14@gmail.com

PERSONAL BACKGROUND
Home Address : Easy Access Subdivision Dawis, Talisay
City, Cebu
Present Address : Easy Access Subdivision Dawis, Talisay
City, Cebu
Date of Birth : June 30, 2000
Civil Status : Single
Religion : Roman Catholic

EDUCATIONAL BACKGROUND
Tertiary : Cebu Institute of Technology – University
N. Bacalso Ave., Cebu City
(2019 – Present)
Senior High School : University of San Jose - Recoletos

Basak Pardo, Cebu City, Cebu

(2017 - 2019)

Junior High School : University of San Jose - Recoletos

Basak Pardo, Cebu City, Cebu

(2013 - 2017)

Elementary : University of Southern Philippines -

Foundation, Salinas Drive Lahug, Cebu City

(2007 - 2013)
 27

CRISTENNE ROSE S. LANZADERAS

Paknaan, Mandaue City, Cebu
cristennelanz@gmail.com

PERSONAL BACKGROUND
Home Address : House No. 14, Zone Agbate, Paknaan
Mandaue City
Present Address : House No. 14, Zone Agbate, Paknaan
Mandaue City
Date of Birth : December 07, 2000
Civil Status : Single
Religion : Roman Catholic

EDUCATIONAL BACKGROUND
Tertiary : Cebu Institute of Technology – University
N. Bacalso Ave., Cebu City
(2019 – Present)
Senior High School : Mandaue City Comprehensive National High

School, Plaridel St. Reclamation Area,

Mandaue City

(2017-2019)

Junior High School : Mandaue City Comprehensive National

High School, Plaridel St. Reclamation Area,

Mandaue City (2013 - 2019)

Elementary : Mount Olives School of the Phils.

Plaridel St. Alang-Alang, Mandaue City, Cebu

(2007 - 2013)
 28

JOSEPH NIÑO A. RAMA

Pakigne, Minglanilla, Cebu
josephnino.rama@gmail.com

PERSONAL BACKGROUND
Home Address : Blk. 24, Lot 8, Velpal 1, Pakigne, Minglanilla,
Cebu
Present Address : Blk. 24, Lot 8, Velpal 1, Pakigne, Minglanilla,
Cebu
Date of Birth : September 23, 2000
Civil Status : Single
Religion : Roman Catholic

EDUCATIONAL BACKGROUND
Tertiary : Cebu Institute of Technology – University
N. Bacalso Ave., Cebu City
(2019 – Present)
Senior High School : University of San Jose – Recoletos,
Basak Pardo, Cebu City, Cebu
(2017 – 2019)
Junior High School : University of San Carlos – South Campus
J. Alcantara St., Cebu City
(2013 – 2017)
Elementary : University of San Carlos – South Campus
J. Alcantara St., Cebu City
(2007 – 2013)
 29

HARREN SERGE A. SOCOBOS

Tungkil Minglanilla, Cebu
harrenserge14@gmail.com

PERSONAL BACKGROUND
Home Address : 2C Blk 1 Lt 14 Villa Celina Tungkil Minglanilla
Cebu
Present Address : 2C Blk 1 Lt 14 Villa Celina Tungkil Minglanilla
Cebu
Date of Birth : August 14, 2001
Civil Status : Single
Religion : Roman Catholic

EDUCATIONAL BACKGROUND
Tertiary : Cebu Institute of Technology – University
N. Bacalso Ave., Cebu City
(2019 – Present)
Senior High School : University of San Jose - Recoletos
Basak Pardo, Cebu City, Cebu
(2017 – 2019)
Junior High School : University of San Jose - Recoletos
Basak Pardo, Cebu City, Cebu
(2013 – 2017)
Elementary : Sawang Calero Elementary School -
Sawang Calero, Cebu City
(2007 – 2013)
 30

JHE CHRIST D. TIRADO

Mohon, Talisay City, Cebu
jhechristtirado@gmail.com

PERSONAL BACKGROUND
Home Address : Z3-126 Valleyview Village, Mohon,
Talisay City, Cebu

Present Address : Z3-126 Valleyview Village, Mohon,

Talisay City, Cebu
Date of Birth : January 8, 2001

Civil Status : Single

Religion : Roman Catholic

EDUCATIONAL BACKGROUND
Tertiary : Cebu Institute of Technology –
University, N. Bacalso Ave., Cebu City
(2019 – Present)
Senior High School : University of San Jose - Recoletos
Basak Pardo, Cebu City, Cebu
(2017 – 2019)
Junior High School : St. Scholastica’s Academy, Bulacao
(2013 – 2017)
Elementary : Mohon Elementary School
(2007 – 2013)