A TRAFFIC STUDY AT THE INTERSECTION OF SHRINE HILLS ROAD AND

GEN. DOUGLAS MACARTHUR HIGHWAY WHERE DAVAO GLOBAL

TOWNSHIP WILL BE LOCATED

AN UNDERGRADUATE THESIS

Presented to

The Civil Engineering Department of

School of Engineering and Architecture

Ateneo de Davao University

E. Jacinto St., Davao City

In Partial Fulfilment of the

Requirements for the Degree of

BACHELOR OF SCIENCE IN CIVIL ENGINEERING

RAE NIEL P. BERMEJO

FRANZ ALBERT S. CHAVEZ

LEMUEL VAN V. LEDESMA

March 2021
 LIST OF FIGURES

Page

Figure 1.1 Davao Global Township Proposed Road Network 3

Figure 1.2 Street View of Precious International School of Davao 5

Figure 1.3 Street View of the New Davao Matina Gallera 5

Figure 1.4 Street View of Wilcon Home Depot 5

Figure 2.1 Davao Global Township Vicinity Map 10

Figure 2.2 Conceptual Framework of Dynamic Traffic Study 13

 LIST OF TABLES

Page

Table 2.1 Vehicles Parameter Logged by GPS unit 12

Table 3.1 Peak Hour Volume and Vehicle Classification 18

Table 3.2 Time Table of Data Gathering 19

Table 3.3 Passenger Car Equivalent Factor 23

Table 3.4 Calculation of Capacity 25

Table 3.5 LOS according to DPWH 25

Table 3.6 Sample Table for the Summary of Traffic Volume 27

Table 3.7 Urban Street Level of Service by Class 28

Table 3.8 Sample Table for Travel Time and Delay Data 28
 LIST OF EQUATIONS

Page

Equation 3.1 Volume Capacity Ratio 25

 1

CHAPTER I

INTRODUCTION

In this chapter, the introduction of research is discussed in detail. First,

the background of the study is described. Then, to clarify the problem, the
statement of the problem is provided. And lastly, the objectives of the study are
defined, and the scopes and limitations are discussed.

BACKGROUND OF THE STUDY

Transportation is fundamental to an area’s economic growth and society’s

quality of life. Not only does it dictate the population’s daily commute, but it is also
a vital aspect in business, work and connectivity [1]. One of the issues posed by
these causes is traffic congestion. This causes stressed and frustrated motorists,
wasted fuel and lost time. Problems such as these are considered economic
losses and countermeasures to avoid such losses have been provided by those
in charge of traffic flow. In order to monitor and forecast traffic in developing
areas, transport engineers have turned to conducting traffic studies.

In the Philippine economy, transport is a key sector to link population and

economic centers across the islands. The transport system in the Philippines
consists of road, water, air and rail transport. Although water transport is
important due to the archipelagic nature of the country, road transport is the most
dominant sub sector accounting for 98% of passenger traffic and 58% of cargo
traffic [3]. While the transport infrastructure has been developed across the
country, the traffic situation has not improved. Commuters located in Metro
Manila must wake up at 5:00 a. m. in order to arrive on time to their 9:00 a. m.
job. These adjustments to everyday life, just to avoid the heavy traffic congestion
at roads such as Epifanio Delos Santos Avenue (EDSA), a 23.8 km long
circumferential highway that passes through six cities, are detrimental to the
welfare of the local population. Last 2017, the Japan International Cooperation
 2

Agency (JICA) reported that Metro Manila’s traffic congestion resulted in PHP 3.5
billion missed opportunities per day [4]. With the current administration's major
infrastructure project “Build, Build, Build” launched in April 2017, the Department
of Transportation (DoT) has planned to implement railways, transportation hubs,
elevated highways and other infrastructures to improve the state of traffic in the
country. In Mindanao, the PHP 23.04-billion Davao-Samal bridge project and the
PHP 81.9-billion phase one of the Mindanao Railway Project are included in the
infrastructure program.

Davao City is considered a first class highly urbanized city and serves as
the main trade, commerce and industry hub of Mindanao. The Philippine
Statistics Authority declared that the economy of Davao Region grew by 10.9
percent in 2017 [5]. Its economic activity for the past decade has attracted many
local and national developers, but its road network capacity still hasn’t caught up
to accommodate the current traffic flow that the city has. This would hinder the
actual purpose of future developments for it will only bring more vehicles on the
road. A study conducted on 1,200 people regarding traffic congestion revealed
that the majority of people correlate development with traffic [4]. Projects that are
included in the Build, Build, Build program to help improve the current state of
traffic in the city are the Davao City Coastal Road, a 35-kilometer coastal stretch
that will traverse from Roxas Avenue to Bago Aplaya, and the Davao City Bypass
Road, a 44.6-kilometer length that will let the city divert the traffic to the Bypass
instead of passing through the urban center [6]. But before these major projects
and other similar developments are completed, the city must address the current
accumulating traffic problems that are arising.

Matina Crossing, a barangay that has a population of 32,436 according to

a census last 2015, contains numerous schools, hospitals, subdivisions and
markets. In 2022, a major urban development will be opened in the area- the
Davao Global Township. With an extensive 93,000 square meter floor area, it will
include a corporate center, two premier residential towers, a hospital, outdoor
retail spaces, and a civic center [5]. This development will diffuse traffic in the
north by pushing development to the new area which is a 30-minute drive from
the Davao International Airport [6].
 3

Figure 1.1 - Davao Global Township Proposed Road Network [7]

The intersection of Shrine Hills Road and Gen. Douglas MacArthur Hwy.
is a gateway for the people traversing to their workplaces and the downtown area
of Davao City. During peak hours, the three-way intersection between Shrine
Hills Road and Gen. Douglas MacArthur Highway is heavily congested due to the
large amount of vehicle volume and the different types of vehicles passing
through the intersection. Considering the current engineering solutions at the
intersection such as the traffic lights, pedestrian lanes and indicated “No Parking”
signs, it would be detrimental to the traffic at the intersection if the City Transport
and Traffic Management Office would not address the impact that the Davao
Global Township would have on the intersection. This intersection was chosen by
the proponents of this study because when Davao Global Township is completed,
its main avenue would exit at this intersection, rendering the three-way
intersection into a four-way intersection.
 4

1.2 STATEMENT OF THE PROBLEM

Traffic congestion within the intersection occurs due to the built-up traffic
coming from Matina Crossing, the untimely loading and unloading of passengers
using public utility vehicles (PUJ) and the vehicles that enter and exit the
surrounding buildings. The current intersection is surrounded by different
establishments that are used by a number of the population of Davao City such
as the Precious International School of Davao, Wilcon Depot Matina and the New
Davao Matina Gallera. City Transport and Traffic Management Office officer-in-
charge Dionisio Abude identified Matina Crossing as a heavily trafficked road [1].
Usually, drivers require three to five traffic light cycles for drivers to cross the
intersection during rush hour. This would waste gas and time for individuals that
are stuck waiting. It also impacts the physical health of people that ride non-air
conditioned vehicles due to the increased waiting time, causing them to inhale
fumes that are being exhausted by the surrounding vehicles. To ease the traffic
at the Matina Crossing intersection, the City Transport and Traffic Management
Office provided a design for an overpass, but the existing road is congested
every day, so they see no proper time to construct the overpass.

The Davao Global Township is projected to have at least a residential

tower, office buildings and a town strip. The National Building Code states that
residential Towers in the Philippines are required to have one parking space for
every residential unit, shopping centers must provide one parking slot per 100
square meters of the shopping area and office buildings should provide one
parking slot per 125 square meters of the gross floor area. Considering the
potential of the Davao Global Township to accommodate more of the local
population at the Matina area, the development’s traffic impact could contribute
more to the current congestion in the selected intersection because it will make
the current 3-way intersection into a 4-way intersection. The researchers believe
that this intersection would become another major intersection that would
struggle in handling large volumes of traffic. Hence, this research aims to assess
the actual traffic volume the intersection handles during peak hours and provide
necessary engineering solutions.
 5

Figure 1.2 - Street View of Precious International School of Davao

Figure 1.3 Street View of the New Davao Matina Gallera

 6

Figure 1.4 - Street View of Wilcon Home Depot

1.3 OBJECTIVES OF THE STUDY
This research focuses on the proper assessment of the current traffic
condition at the intersection:
To evaluate the current traffic condition of the intersection (Shrine Hills Road and
Gen. Douglas MacArthur Hwy.) by determining the Peak-Hour Volume and
Vehicle Classification.

To use Synchro Analysis Software to help us design, model, simulate, and

animate Shrine Hills intersection and Gen. Douglas McArthur Highway

To propose a traffic light cycle to mitigate congestion at the intersection.

1.4 SIGNIFICANCE OF THE STUDY

Conducting a traffic study, gathering the data, analyzing

the results acquired, and providing a viable improvement and
recommendations for the area of the imminent traffic that the Davao
Global Township would cause after its grand opening and addressing
such can make a huge impact especially for those who are task for the
traffic management in such area. The latter can be named as the traffic
engineers. They can use the data and results obtained from this study
that can be considered beneficial.

With that being said, the traffic engineers will consider

what step to take with respect to the highway (i.e., road widening, road
 7

repair, road-concreting, etc.) In addition, the study will help them decide
the most efficient way to position traffic signs, pedestrian lanes or
footbridges (if any are planned), loading/unloading points, and parking/no-
parking areas. With this, traffic flows are envisioned to be reduced.

The local population of the first district and second district

of the city, both having a population of about six-hundred thousand
residents, would directly benefit from this traffic study. Implementation of
the data gathered from this study would obtain the traffic trend of the area
and this could be used by the local traffic management organizations of
Davao City.

All in all, this traffic study will become useful for the overall
traffic in the region, along with the analysis of the information collected
and the associated significance. It is hoped that with the data acquired
from this study, such mitigation functions will be disclosed and recognized
by the relevant authorities in order to accomplish what is efficient and
practical.

1.5 SCOPE AND LIMITATIONS

Multiple areas in Davao City are heavily congested. However,

there is insufficient time and manpower in conducting this study, the
researchers narrowed down the study to one intersection. Since the
Davao Global Township will have its main avenue constructed along the
Gen Douglas MacArthur Highway, it poses a need to conduct a traffic
study. The methods included in this study are Traffic volume studies,
specifically Peak Hour Volume (PHV) and Vehicle Classification (VC), with
this we will use Synchro’s Analysis Software to help us design, model,
optimize, simulate, and animate this intersection using the data gathered.

For the Peak Hour Volume (PHV) method, it will be conducted

during the peak morning hours of 6:30 a.m. to 9:00 a.m. and evening
peak hours of 5:00 p.m. to 8:00 p.m. during weekdays for seven
 8

consecutive days due to time constraints. These time periods are chosen
to identify the traffic trend in the area and also takes into account the local
populations travel time to and from work and home.

Vehicle Classification can also be conducted by the researchers

since it only records the volume for the intersection with respect to the
different types of vehicles. This can be done while gathering data from the
Peak Hour Volume Method. The presence of trucks is minimal because
the research method is performed during the city-wide truck ban, which is
during the hours of 5:00 a.m. - 9:00 a.m. and 4:00 p.m. - 8:00 p.m.

1.6 DEFINITION OF TERMS

● Traffic - is defined as vehicles or people in the vehicles, a delay that

involves transportation or movement through a designated location.
Traffic Congestion – is a condition happening due to demand-supply imbalance
in the transportation network. Traffic flow slows down when the number of
vehicles travel on the road increases or the roadway capacity decreases due to
various reasons.
Peak Hours - is a part of the day during which traffic congestion on roads and
crowding on public transport is at its highest.
Transport - is movement from one place to another using modes such as road
vehicles, trains, aircraft, ships, and so on.
Traffic Sign - a sign usually on the side of a street or highway bearing symbols
or words of warning or direction to motorists or pedestrians and often having a
characteristic shape
Transportation System - can be defined as the combination of elements and
their interactions, which produce the demand for travel within a given area and
the supply of transportation services to satisfy this demand.

CHAPTER II
 9

REVIEW OF RELATED LITERATURE

This chapter represents the related literature and studies for its basis
after the thorough and in-depth research done by the researchers. This will also
present the theoretical background and conceptual framework to fully understand
the research to be done and lastly the definition of terms for better
comprehension of the study.

2.1 THEORETICAL BACKGROUND

2.1.1 DESCRIPTION OF THE STUDY AREA

The Davao City Davao Global Township (DGT), located at Gen.

MacArthur Highway, Matina, is intended to turn the Davao Golf Club into
an iconic business district. Phase 1 of DGT is estimated to have an
extensive gross floor area of 93,000 square meters as envisaged by
YHEST with master-planner RTKL, a global planning and design firm
responsible for the revival of some downtown centers worldwide.

With Matina being Davao 's densest residential area, where 70 %

of the population lives, the DGT is seen to stimulate economic
development while providing people with job opportunities and comfort.
As per [1], “It should serve a new purpose of generating jobs, providing
conveniences and, of course, the city is the winner because of the taxes
that will be generated from here.”

2.1.2 DESCRIPTION OF INVOLVED ROAD INTERSECTION

The roads set to be constructed will provide a connection between

Gen.Douglas Mcarthur Highway to Quimpo Boulevard. [1] According to
the COO he said, “The roads are all future- proof. These are the widest
roads possible. You won’t see any aerial wires here. All the sewage-
treatment facilities will be in place. So, let’s say we want this to be a BGC
[Bonifacio Global City]. There are newer technologies, newer equipment
 10

that can be incorporated here.”

Figure: 2.1 - Davao Global Township Vicinity Map

 11

2.1.3 TRAFFIC VOLUME STUDY

Traffic volume is described as the number of vehicles that traverse

a road section per unit time at any selected period. Studies of the volume
of traffic are conducted to collect data on the number of vehicles and/or
pedestrians passing a point on a highway during a specific period of time.
This amount of time ranges from as little as 15 minutes to as much as a
year, depending on the deliberate utilization of the data.

The City of Davao has been experiencing economic development

for several years now due to its growing tourism industry, booming trade
industry and its renewed role as the educational and commercial center of
Mindanao. Its population is likewise experiencing an unprecedented
growth as more people from other regions flock to this "Land of Promise"
of the South.

Due to rapid urbanization, mobility problems arise. The economic

development of Metro Davao has brought upscale on the vehicle volume,
which results in traffic congestion during peak hours along major
thoroughfares.

Traffic volume studies are typically performed when certain volume

characteristics are needed, some examples are, Average Annual Daily
Traffic (ADDT) which is the average of 24-hour counts collected every day
of the year. First is Average Daily Traffic (ADT), which is the cumulative
24-hour count obtained for more than one but less than one year over a
number of days. And last but not least is the Peak Hour Volume (PHV)
which is the average number of vehicles travelling a location on a highway
for a 60 consecutive minute span. [3]

2.1.4 SYNCHRO’S APPLICATION SOFTWARE

Synchro is a macroscopic analysis and optimization software

application. It supports the highway capacity for signalized, unsignalized
intersections and roundabouts. Synchro also implements the Intersection
Capacity Utilization method for determining intersection capacity. Synchro’s
 12

signal optimization routine allows the user to weight specific phases, thus
providing us more option when developing signal timing plans. Because the
software is easy to use, traffic engineers are modeling within days, thus adding to
the number of reasons why Synchro remains the leading traffic analysis
application.

2.2 CONCEPTUAL FRAMEWORK

This research involves independent and dependent variables. These are

the following independent variables: Peak Hour Volume, Vehicle Classification,
Floating Car Technique and License Plate-Observation. And these are the
following dependent variables: Traffic Volume study, and Synchro’s Application
Software. (Fig. 2.2.1)

Figure 2.2 - Conceptual Framework of Dynamic Traffic Study

2.3 REVIEW OF RELATED STUDIES

2.3.1 DESCRIPTION OF STUDY AREA

 13

Matina Crossing, a barangay in the south side of Davao City, has

a population of 32,486 according to a census conducted on August 1,
2015. It has an approximate area of 4.99 km2 and a density of 6,501/km2.

Educational institutions like primary and secondary schools and

few universities are also located in Barangay Matina Crossing of the
district. Its commercial areas are mostly located along the Matina
Crossing area of MacArthur Highway and in Bucana along Quimpo
Boulevard. A special Urban Ecological Enhancement zone will be
assigned to the Shrine Hills area to mitigate the development of the area
since it is classified as a landslide prone area by MGB. This will be
developed into a green park and eco-tourism site where low impact
activities will be done to prevent instability on its slopes [23]. Shrine Hills
Road does not have any public transportation stops for pedestrians to
use. It only has a limited road capacity and is not ideal for public transport
to go through.

2.3.1 CURRENT PRACTICES IN THE PHILIPPINES

According to a study done by Dr. Eng. Jose Regin F. Regidor, he

concluded that “Impacts of developments on the transportation and traffic
system are often taken for granted. Both project proponents and
stakeholders tend to neglect the fact that projects situated in built-up
areas will generate and attract traffic. Whether this traffic will have a
significant effect on the background conditions necessitates the conduct
of impact assessment. Countermeasures to potential problems will be
addressed by the results of careful and systematic analysis of “with” and
“without” development scenarios. From such an approach, one can have
a clear and substantive understanding of the circumstances regarding the
impacts to the transportation and traffic system.”

Traffic congestion should be anticipated regardless of the

development to be undertaken, thus proper preparation and
countermeasures must be established to future-proof the city’s roads from
any traffic that might accumulate in these areas.

2.3.2 A Case study on the impact of vehicle traffic congestion in Addis

 14

Ababa

In June of 2010, Yared [7] conducted his study, this study deals on
the impact of traffic congestion on travel time and vehicles’ fuel
consumption along “Total to Ayer-Tena” road in Addis Ababa city. This
study discovered that traffic congestion is caused by many factors, such
roads that exceed maximum capacity, volume of traffic; fixed work
schedule, lack of public transport and the absence of urban planning.
Lastly, he suggested that the problem of traffic congestion could be
reduced by applying flexible working schedules, improving road capacities
and public transport, and adequate parking arrangements.

2.3.3 A Case study on the Urban Transport System and Congestion in India

With such a rapid increase in urban population, there has been an

increase in demand for mobility, and with it, an increase in motorized
vehicle ownership. As per a report by Wards Auto Research, the overall
vehicle population growth in China was 27.5% in 2010 as compared to the
preceding year. The estimates show that the total vehicles in operation in
China “climbed by more than 16.8 million units, to slightly more than 78
million, accounting for nearly half the year’s global increase” (Sausanis,
2011). Similarly, “India’s vehicle population underwent the second-largest
growth rate, up by 8.9% to 20.8 million units, compared with 19.1 million
in 2009” (Sausanis, 2011). The vehicle population in China has been
increasing at more than 30%, and at around 10% in India. However, this
has recently dropped to negative growth in the first quarter of 2013.

The causes of traffic congestion are categorized in terms of micro-

level factors and macro level factors (Rao and Rao, 2012). Asian
countries have devised several policies to tackle congestion problems
which encompass both levels of factors. Many countries define
congestion in terms of lower speed of vehicle on a particular stretch and
accordingly devised policies. However, the benchmark of low-level speed
of vehicles varies from country to country. Even within a country, this
benchmark varies significantly. For instance, in California, if the speed
falls to the level of 35 km continuously for 15 minutes then it is referred to
 15

as congestion; whereas in Minnesota, congestion occurs when the

average speed falls from the speed limit is 45 km per hour during 6 a.m.
to 9 a.m. (Rao and Rao, 2012). In the Republic of Korea, traffic
congestion is said to be occurring when traffic flow is below 30 km/h or
congestion continues for more than 2 hours a day. This implies that
different practices are prevailing to measure congestion across various
cities.

2.3.4 A case study on the Needs Assessment of Traffic Planning and Traffic
Management of Local Cities in the Philippines

A number of studies had noted that urbanization in the Philippines

is one of the fastest in Southeast Asia (Brian, R and Trevor, K 2006,
Knox, P.L. and Taylor, P.J. 1995). Metro Manila, the premier urban
agglomeration, is already bursting at the seams with a population of
around 11.5 million. Along with the high concentration of people and
activities. Metro Manila is severely wanting in basic infrastructure,
specifically in the transport sector. Poor and ineffective performance of
the public sector in responding to the challenges of urbanization has
brought about traffic congestion, air pollution, and traffic accidents.

In developing capability-building programs for Philippine cities on

transport planning and traffic management, it is necessary to assess the
cities current levels of capability in knowledge of transport planning and
traffic management, as well as their understanding of the roots and
manifestations of transport and traffic problems.

It is imperative to come up with a standard transport planning and

traffic management framework that will consider the rapid development of
cities, as well as growing urban centers and regions. Similarly, it is
already appropriate to equip these cities, urban centers and regions with
the strategies to best address their growing transport requirements and
properly manage their respective traffic situations. This would necessitate
the development of modular capacity-building programs suited for their
levels of development and urbanization.
 16

CHAPTER III

METHODOLOGY

This chapter represents the research design to be used to conduct the

study. Different methods and techniques shall be utilized for the collection of data
and analysis. Through the data gathered, the engineering solutions that will be
provided is a traffic light system. This will also cover the subjects to be studied
and the instrument to be used in gathering

3.1 Research Design

The study on the existing traffic will rely on the quantitative method. It will
be based on the Dynamic Traffic Studies (DTS) method. Dynamic Traffic Studies
involves the collection of data under operational conditions and include studies of
speed, traffic volume, travel time and delay, parking and crashes. The data that
will be collected will be use to evaluate the traffic conditions and to determine the
factors contributing to the said traffic congestion.
The researchers plan to use only one method in the Dynamic Traffic
Studies Namely Traffic Volume Studies (TVS). This will serve as a technique in
data gathering, data analysis and conclusion. From this, the data that will be
gathered after conducting the study will be used in Synchro’s Application
Software.

The Traffic Volume Studies (TVS) are essential in analyzing the current
traffic volume of the chosen location of the study. These are conducted to gather
data with regard to the number of vehicles and/or pedestrians that pass a point
on a highway facility during a specified period of time. This study will help the
researchers in analyzing the current traffic volume of the location chosen during
peak hours. It is also essential in classifying the types of vehicles that will travel
through the location.
 17

The research will rely on The Traffic Volume Studies specifically on Peak
Hour Volume (PHV) and Vehicle Classification (VC) only. Peak Hour Volume
(PHV) is the maximum number of vehicles that pass a point on a highway during
a period of 60 consecutive minutes. It will be used in determining the
classification, capacity and development of programs related to traffic operations
such as traffic routing and the propose traffic light cycle at the intersection of the
road. The Vehicle Classification (VC) will be used in recording the volume with
regards to the type of vehicles such as passenger cars, public utility vehicles and
others travelling along the section.
Peak Hour Volume (PHV) and Vehicle Classification (VC) involves
different types of volume counts. The researchers will only use two types of
volume counts namely the Intersection Counts (IC) and Periodic Volume Counts
(PVC) in order to ensure the accuracy of the acquired data. Intersection Counts
(IC) are collected to determine vehicle classifications, through movements, and
turning movements at intersections. These data will be mainly used in
determining phase lengths, design of intersections and mainly for the traffic light
cycle in intersections. This type of count will greatly help the use of Vehicle
Classification (VC) in order to precisely count the different types of vehicles
travelling the route. The Periodic Volume Counts (PVC) is use to estimate the
annual traffic volume with count durations starting from 15 minutes to continuous.
The data gathered from periodic counts will be taken to determine the values that
are then utilized in the determining of traffic conditions. With the two different
count of types mentioned, the researchers will make use of control counts or
known as control-count stations. These stations are strategically located so that
representative samples of traffic volume can be collected on each type of
highway or street in an area-wide traffic counting program.
The researchers will use graphs and figures after finishing the gathering
of data. The graphs and charts will be use for the presentation of the analysis of
data. The summary tables for PHV and VC are as follows:
Summary Table for Peak Hour Volume and Vehicle Classification
 18

Table 3.1 Summary of Traffic Volume Data for a Highway Section

3.2 Research Respondents

In gathering the data for the Peak-Hour Volume and Vehicle
Classification, each vehicle that will travel through the test section will be listed as
a sample. All vehicles that travels through the section will be part of the sample
as necessary in the data gathering according to the specified dynamic traffic
method and it will be used in data analysis. For the Floating-Car Technique, one
researcher will pass through the section and will record the said travel time. The
travel of the said researcher will be considered as a sample of the data.

3.3 Research Apparatus/Materials

Tally sheets are essential in the collection of data in the volume and classification
of vehicles since the researchers will be using the manual method. The size of
the collection of data team is only three people where all will be involved in the
volume count.

Another material that is essential in the study are watches. Watches will
be use
to

record the time the test vehicle travel through the said route. The time each
 19

vehicle passes through a span is also recorded for the computation of the
average time. And also watches will be used in conducting the Floating-Car
Technique where the travel time is being recorded.

3.4 Research Procedures

Data Gathering:

The time period for the volume study will be conducted during the
peak morning hours of 6:30 a.m. to 9:00 a.m. and evening peak hours of
5:00 p.m. to 8:00 p.m. during weekdays for seven (7) consecutive days.
as stated per Garbel and Hoel, minimum of two hours of counting period
is essential for counting in peak periods. And also, it is stated that the
season in which the study took place be noted. The count period should
also avoid bad weather conditions and special events.

Table 3.2 Time Table of Data Gathering

Steps in Manual count study:

1. Gathering of the materials needed.

The preparation in which vehicles to consider is essential in the

gathering of data. This type of information will also help distinguish the
type of equipment to use, the procedures in the field to follow, and the
 20

required number of observers. Also, the presence of tally sheets,

watches, and test vehicles should be observed.

2. Select optimal observer location.

Manual traffic count shall be conducted on the two approaches,

considering both those entering and leaving the specific point. The
observers in the volume study should positioned in where they have a
clear view of the vehicles in the traffic. Each observer should also be
stationed at each side of the road.

3. Labelling Data sheets.

Manual counts produce a large number of data forms; therefore,

the data forms should be strictly labeled and organized. The observers
that are stationed on each side of the road will count and tally the number
of vehicles passing the section of the road and classify them according to
its vehicle classification per fifteen (15) minutes interval. The observer/s
should record the time, place and date of the said observation.

3.5 Analysis of Volume Count Data

From the data obtained in the manual traffic count, we shall express the
total traffic volume in terms of PCU for each interval. The passenger car
equivalent factor shall be multiplied to the number of classified vehicles to obtain
the equivalent PCU. Passenger Car Equivalent Factors are provided in Table 3b
based on DPWH Standards. Once this is obtained, the interval which has the
highest traffic volume, the peak hour, can now be determined.

Table 3.3 Passenger Car Equivalent Factors

VEHICLE TYPE
No. Description PCEF
1 Motorcycle 0.5
 21

2 Motor-Tricycle 2.5
3 Passenger Car 1
4 Passenger Utility 1.5
5 Small Bus 1.5
6 Large Bus 2
7 Rigid Truck, 2 axles 2
8 Rigid Truck, 3+ axles 2.5
9 Truck semi-trailer, 3 and 4 axles 2.5
10 Truck semi-trailer, 5+ axles 2.5
11 Truck trailers, 4 axles 2.5
12 Truck trailers, 5+ axles 2.5

To identify the level of service of the approach by means of DPWH

Standards, the Volume Capacity Ratio must be determined by equation 3.1.
𝐻𝑇𝑉
𝑉𝐶𝑅 = - Equation 3.1
𝐵𝐻𝐶𝐶
Where:
𝐻𝑇𝑉 - largest Hourly traffic volume in terms of PCU for the time period
𝐵𝐻𝐶𝐶 - appropriate Basic Hourly Capacity in Car Units of the measured
carriageway width presented in Table 3.4.

The calculated VCR would then be compared to the DPWH Standards,

thus determining the LOS of the approach, which are shown in Table 3.5. The
worst LOS garnered out of the two periods of time would be deemed as the
appropriate LOS.

Table 3.4 Calculation of Capacity (BHCC)

Carriageway Width Hourly PCU

(meters) Rural Urban
4.0 600 600
4.0 to 5.0 1200 1200
5.1 to 6.0 1900 1600
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6.1 to 6.7 2000 1700

6.8 to 7.3 2400 1800
7.4 to 12.0 2800 2550
2 x 6.7 or 2 x 7.3 7200 6700

Table 3.5 LOS according to DPWH

Level of Service Traffic Description VCR

A free-flowing traffic less than 0.2
B relatively free-flowing 0.21 - 0.50
C Moderate 0.51 - 0.70
D moderate/heavy 0.71 - 0.85
E Heavy 0.86 - 1.00
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Table 3.6 Sample Table for Summary of the Traffic Volume

Table 3.7 Urban Street Level of Service by Class

3.7 Analysis of Data for Synchro 7 Software

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Synchro 7 software utilizes the data gathered from the volume and traffic studies
to create a traffic simulation showing the current intersection and it enables the
researchers to design their recommended design for the intersection once the
Davao Global Township is finished in development. Using the volume count from
Peak Hour Volume and the traffic light cycle currently being used by the
intersection, we are able to input the three-way intersection into the Synchro 7
software and create a report displaying the Level of Service and Intersection
Capacity Utilization. The report and traffic simulation generated displays how
traffic moves in the intersection. The software provides an adjustment for the
traffic light cycle to effectively imitate the current intersection. This feature would
also be beneficial when creating the recommended four-way intersection
intended by the researchers.

The data analysis for Synchro 7 software would be conducted once the volume
study is completed. The researchers will input the needed data and then create
another version of the intersection wherein it is already a four-way intersection.

Figure 3.1 Intersection of Gen. Douglas MacArthur Hwy. and Shrine Hills
Road using Synchro 7 Software Figure
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3.2 Sample Report of the Intersection Generated by Synchro 7 Software

3.8 Technical Design Workflow

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Labeling Data
sheets for Peak-
Select Optimal
Gathering of Hour Volume and
Observer Location
materials needed Vehicle
Classification

Design using
Synchro's Propose a Traffic Analysis of Gathered
Application Light Cycle Data
Software

Figure 3.3 – Technical Design Workflow

CHAPTER IV

RESULTS AND DISCUSSIONS

The study was conducted for one week, it started last February 17 – 19, 2021
and Feb 22 – 25, 2021. The data acquired in a span of one whole week of
gathering shall now be used for needed calculations and translated into graphs
for easier interpretations.

4.1 FIELD MEASUREMENT DATA PRESENTATION

By observation, General Douglas McArthur Highway and Shrine Hills Road is a

three-way intersection with inflow and outflow along the road of Shrine Hills and a
two-way road along General Douglas McArthur with two lanes in each direction
divided by a median strip.

The researchers were only able to cover in three whole weeks of observation
considering the heavy schedule that each of us have in our online classes that
caused us to compromise and reduce the number of weeks of the study. The 2-
man team of researchers were divided into three different roads, both of them
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were observing each road per week, using the Tally Counter App., from the
phone. First week they observed the inflow and outflow of Shrine Hills road,
second week and third week, they observed General Douglas McArthur, one
person per road. Since there are two researchers on each station, they are given
the freedom to divide the counting tasks. They have the freedom to choose which
lanes, inner or outer, or which vehicles, public or private, they are going to count.
The researchers were always in each position to supervise while gathering data
to ensure the quality of data. The first week in our time table, one researcher was
assigned on each station: Station 1, and 2, and for the following two weeks, one
research was assigned on each station: Station 3, and 4 The time of survey
ranges from 6:30-9AM and 5-8PM.

The tables and graphs include various data necessary to analyze and discuss the
study such as Average Traffic Volume, Average Quarterly Vehicle Classification,
Vehicle Peak-hour volume Inflow and Outflow. These tables and graphs are
thoroughly discussed in the succeeding part of the chapter.
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People nowadays are not only scared to go out of their respective homes due to
the pandemic circulating around the world, the government is also strict with
implementing the safety rules and regulations like quarantining all the people
residing Davao and having curfews to ensure that no one will go out. In the right-
side direction of Gen. Douglas McArthur Highway along Wilcon Depot, it is
expected that volume count is low during the morning and high during the night. it
can be seen that the number of vehicles flowing in to the span is greater than the
number of vehicles flowing out of the span. This is for the reason that there are
existing housing communities within the span. Some of the detours out of the
span is the existence of GSIS Subdivision, Matina Aplaya, Matina Pangi and
Bangkal area. These are considered as passageways to a less congested
highway like the Diversion road. Also, the table shows that the volume of vehicles
in the morning is significantly low compared to the volume of vehicles in the
afternoon. Compared to public vehicles, it only had minimal discrepancy, but it
also increased in the afternoon. The number of private vehicles in the evening
most likely doubled the number of private vehicles in the morning since the
private vehicle users are mostly going home from work and school. The number
of public vehicles would likely have a small discrepancy since public vehicles are
limited in using detours or re-routing.