Journal of the Eastern Asia Society for Transportation Studies, Vol.

11, 2015

A Traffic Congestion Study of Unsignalized Intersections along Yacapin-

Capt. Vicente Roa, Yacapin-Osmena, J.R. Borja-Capt. Vicente Roa and
J.R. Borja-Osmeña Streets in Cagayan de Oro City
Jude Albert U. AÑANAa, Kevin A. CALMAb, Carlo M. FLORESc, Dennis D. TANTOYd,
Anabel A. ABUZOe Jefferson Jr. VALLENTEf

Civil Engineering Department, Xavier Univerity – Ateneo De Cagayan, Cagayan De

a,b,c,d,e,f

Oro City, 9000, Philippines

a
E-mail: judealbert30@yahoo.com.ph
b
E-mail: kevincalma13@rocketmail.com
c
E-mail: f.carlo1818@gmail.com
d
E-mail: ddtantoy@gmail.com
e
E-mail: aabuzo@xu.edu.ph.com
f
E-mail:jvallente@xu.edu.ph

Abstract: Today, traffic congestion is one of the most challenging and complicated problem
in Cagayan de Oro City thus, this study aims to evaluate the congestion issue in Cogon
Market, particularly, the traffic performance along the unsignalized intersections that include
the roads of Yacapin, Capt. Vicente Roa, Osmeña and J.R. Borja streets. The methodology
involves data collection of three variables: vehicle traffic flow (i.e Level of Service),
pedestrian (i.e. walkability), and parking (i.e. parking demand & supply). Preliminary results
revealed that traffic congestion were primarily due to: absence of traffic signals (i.e., vehicle
and pedestrian), poor condition of pavement markings (i.e. parking and crosswalk),
inadequate parking facilities, obstruction of vendors along the sidewalk, inadequate
pedestrian facilities, and poor traffic enforcement. Moreover, Level of Service (LOS) of
roads along these intersections ranges between LOS E (i.e., unstable flow) and LOS F (i.e.,
forced/breakdown flow). Thus, a traffic management scheme is highly recommended.

Keywords: Traffic Congestion, Level of Service, Unsignalized Intersections

1. INTRODUCTION

Cagayan de Oro City, a highly urbanized and capital city of the province Misamis Oriental, it
also serves as the regional trade center of the entire Northern Mindanao region. The city (Fig.
1.1) covers 488.86 sq. km. or 13.9 percent of whole province and is bordered by the
municipality of Tagoloan to the east, the municipality of Opol to the west, and the provinces
of Bukidnon and Lanao del Norte to the south. Recently in 2014, the National
Competitiveness Council (NCC) considered Cagayan de Oro as one of the most competitive
city in the Philippines It ranked second in infrastructure, fifth in government efficiency, and
ninth in economic dynamism. These facts signify that the city is in the state of economic
progress and will be more developed in the upcoming years.
Due to increasing population, the demand of motorization also increases which further
results to traffic congestion. Congestion in traffic is a state wherein the road networks are
characterized by slower speeds, longer trips, and an increase of vehicular queuing, which will
affects both accessibility and mobility of people and goods. Moreover, the increasing
economy boosts the need for mobility and thus increased the need for vehicle ownership. The
1899
Journal of the Eastern Asia Society for Transportation Studies, Vol.11, 2015

Land Transportation Office (LTO) reported this increase of vehicular registrations in the city.
The city experiences traffic congestion in almost every main street intersection during peak
hour periods usually from 10:30AM to 11:30AM, and 4:30PM to 5:30PM.
One of the primary concerns of the city’s congestion problem is evident at commercial
infrastructures such as in Cogon Market which is the largest commercial hub of the city.
Cogon Market is an old main-street center of trading and transfer of goods in the city. The
area is bounded by the surrounding streets- and intersections- of Yacapin - Capt. Vicente Roa,
Yacapin - Osmeña, JR Borja - Osmeña, and J.R. Borja - Capt. Vicente Roa. The main market
contains a central building that houses a mixture of goods from a large wet market, a
shopping mall, and a number of stores. Its auxiliary market is the perimeter streets that
contain the flea market, vendors, and establishments. Currently, the situation of the area is
congested due several factors such as inappropriate (i.e. pedestrians and/or vendor) use of
sidewalks and crosswalks, insufficient parking facility (i.e. establishments), and unregulated
vehicle traffic (i.e. intersections) on streets.

Figure 1.1 Cagayan de Oro land boundary and location map (Source: wikimapia.org)

2. REVIEW OF RELATED LITERATURE

2.1 City Profile of Cagayan de Oro

Cagayan de Oro, which is the largest city in Northern Mindanao, has an area of 56,966.8435
hectares. Its territorial size is 3.4% of the region; and 15.96% of Misamis Oriental (3,570.10
sq.km.). It is politically subdivided into 80 barangays. These barangays are grouped into two
(2) congressional districts by the Republic Act No. 9371, with 24 barangays in the 1st District
(West) and 56 barangays in the 2nd District (East). Spanning a 187-kilometer strip and
covering about 3,100 square kilometers, the Cagayan-Iligan Corridor (CIC) area has about
1.06 million residents and is endowed with rich agricultural and natural resources. Of the
city’s total land area, 35.70% are used for agricultural purposes. About 12.35% t of the total
land area of the city is used for residential purposes. Based from the 2000 census of

1900
Journal of the Eastern Asia Society for Transportation Studies, Vol.11, 2015

population and housing, it had a total population of 461,877 with 93,525 households with an
average household size of 4.91. By 2007,the city’s population grew by 19.9% placing its
population at 553,966 as shown by the results of the 2007 Population Census. Among the 80
barangays, Barangay Carmen is the biggest barangay with a population of 52,633, which
constitutes 9% of the total population of Cagayan de Oro (National Statistical Coordination
Board, 2007).

2.2 Traffic Congestion

In the recent years, the country experienced rapid urbanization and industrialization along
with rapid population growth that resulted to a sudden increase of the number of vehicles.
Simultaneously, the present roads and traffic systems were ineffective for such a heavy
vehicular load, leading to heavy traffic congestion at busy intersections in some areas of the
city (Neha et. al., 2011).Traffic congestion occurs when a city’s road network is unable to
accommodate the volume of traffic that uses it (Ogunbodede, 2007). Moreover, congestion
can vary since demand and capacity are changing. Demand includes day of week, time of day,
season, recreational, special events, evacuations, special events while capacity includes
incidents, work zones and weather (Bertini, 2005).
With an increasing number of vehicles seeking to use the limited road space on which
to park there are increasing demands for some form of regulation to ensure the most efficient
use of the available road space. There are also safety issues involved in limiting parking to
the most appropriate places as well as the need to reduce congestion by limiting the ability to
park at will at one’s destination (Technical Committee on Transport, Action342).
Different categories of vehicles have different parking demand and supply situations.
The parking demand of each category is closely related to its fleet size. As at March 2006 of
the Legislative Council Panel on Transport, the total number of licensed vehicles in Hong
Kong was about 544 100, of which 64.9% were private cars, 20.9% were goods vehicles,
1.3% were coaches, 6.4% were motorcycles, 3.3% were taxis, 0.8% were public light buses
and the remaining 2.4% were government vehicles, special purpose vehicles and franchised
buses.
Generally, congestion means a number of things or people crowded together resulting
difficulties in movement. Traffic congestion is a condition on road networks that occurs as
use increases, and is characterized by slower speeds, longer trip times, and increased number
of vehicles stand in line (Remi, at. el. 2009). But the main reason why traffic congestion takes
place is urbanization or the rapid growth of population that directly affect the increased
demand of cars (annually). Another reason to be considered is the increase in the number of
trucks and commercial vehicle specially when there is a massive development in
infrastructures in highly civilized cities (Litman, 2010). The roots of traffic congestion may
be traced to the trip generation characteristic of land uses, which include trip making
behavior as well as the modal choice of individual travelers. Most congestion may be
predictable with respect to time of day and we often associate morning and afternoon peak
hours with traffic jams (Regidor, 2004).

2.2.1 Level of Service

Level of service is a measure by which transportation planners determine the quality of

service on transportation devices, or transportation infrastructure (Ezat, 2008). Level of
service is defined in terms of delay and ranges from LOS A (i.e. free-flow conditions) to LOS
F (i.e. long delays). Delay represents a measure of driver discomfort, frustration, fuel

1901
Journal of the Eastern Asia Society for Transportation Studies, Vol.11, 2015

consumption, and lost time. Specifically, level-of-service delay criteria are stated in terms of
average stopped delay per vehicle for a 15-minute analysis period (Dresser et al., 2010). Thus,
according to Ezat (2008) LOS is regarded a measure of traffic density or a measure of
congestion.
The Highway Capacity Manual (HCM, 2004) defines LOS as the qualitative measures
that characterize operational conditions within a traffic stream and their perception by
motorists and passengers. Typical LOS measures include the ratio of volume over capacity
(v/c), density, delay, number of stops, among others. Most responses included a time
component; travel time, speed, cycle failure and LOS are all related to the fact that users
experience additional travel time due to congestion. Some definitions of congestion rely on
point measures (e.g., volume and time mean speed) and some rely on spatial measures i.e.,
travel time, density and space mean speed (Bertini, 2006). The Philippines does not have
comprehensive LOS criteria. In most cases, only road LOS is used despite the obvious
applicability of intersection LOS for both signalized and unsignalized intersections. But even
in this case of road LOS, the use of volume to capacity ratio might not be appropriate.
(Regidor, 2004)

2.2.2 Traffic Volume

Traffic volume studies are conducted to determine the number, movements, and
classifications of roadway vehicles at a given location. These data can help identify critical
flow time periods, determine the influence of large vehicles or pedestrians on vehicular traffic
flow, or document traffic volume trends (Roess and Prasas, 2004). In the study of Donnges et.
al., (2007), two methods are available for conducting traffic volume count, namely: manual
and automatic. Manual counts are typically used to gather data for determination of vehicle
classification, turning movements, direction of travel, pedestrian movements, or vehicle
occupancy. The selection of study method should be determined using the count period.
Manual count with 15-minute intervals could be used to obtain the traffic volume data.
According to Currin, (2001), the count period should be representative of the time of
day, day of month, and month of year for the study area. For example, counts at a summer
resort would not be taken in January. The count period should avoid special event or
compromising weather conditions. Count periods may range from 15 minutes to 1 hour.
Typical count periods are 15 minutes or 2 hours for peak periods, 4 hours for morning and
afternoon periods, 6 hours for morning, midday, and afternoon peaks, and 12 hours for
daytime periods (Vasirani and Ossowski, 2004). For example, if you were conducting a 2-
hour peak period count, eight 15-minute counts would be required.

2.2.3 Passenger Car Unit

Passenger Car Unit (PCU) refers to assess traffic-flow rate on a highway (Annex D). It is
essentially the impact that a mode of transport has on traffic variables (such as headway,
speed, density) compared to a single car. The PCU value of each class of vehicle is of prime
importance in the study of mixed traffic particularly in studies concerning traffic flow
parameter, capacity, signal design, parking lots etc.
Two basic principles should be applied to the estimation of PCU values for any of the
roadway types identified in capacity analysis procedures. The first principle links the concept
of PCU to the level of service (LOS) concept and the second emphasizes the consideration of
all factors that contribute to the overall effect of trucks on the traffic stream performance
(Anand, et. al., 1999)

1902
Journal of the Eastern Asia Society for Transportation Studies, Vol.11, 2015

2.2.4 Causes of Traffic Congestion

In developing countries, vehicle types make traffic flow rather diverse. This consists of
transport modes with varying dynamic characteristics while at the same time sharing the
same road space. Vehicles contribute to variation in speed behavior ranging from slow
vehicles to fast–moving cars. Typical for developing countries, there are also a great number
of activities (e.g., parking, vendors, and pedestrians) occurring at the edge of the road, both
on the roadway and shoulders and sidewalks. Most of these activities create numbers of
conflicts called ”side friction”. This “side friction” has great impact on capacity and
performance. Examples of “Side friction” are pedestrians, stops by transport vehicles, parking
maneuvers, motor vehicles entries and exits into and out of roadside properties and side roads,
and slow-moving vehicles. (Prasetijo, 2007).
The studies of Ogunbodede (2007) and Aworemi, et al (2009) identified causes of
congestion which are due to rapid growth in motorization, insufficient transport facilities
such as poor road condition and inadequate road infrastructures, and absence of integrated
transport system which is inadequate traffic management, planning and techniques.
Ogunbodede (2007) also identified illegal parking as one of the causes of traffic
congestion. Illegal parking leads to delay in traveling time and increases the cost of traveling
because more fuel is used up in the process of accomplishing a delayed journey. This
scenario caused to reduce the road capacity and creating congestion. Traffic accidents had
noted to be also one of the causes of traffic congestion. According to De Guzman, et al
(2009), there are cases when traffic control measures for both traffic congestion and accident
incidents will emerge. A few minutes of congestion would easily create at intersection when
traffic accident occurs.

2.3 On-street Parking

On-street parking refers to the parking space made available along the curb or shoulder of a
street or road that are designed to accommodate vehicle. If a city provides on-street parking,
particularly in commercial area, it makes conscious choices to provide better access to
adjacent land use at the expense of more efficiently moving traffic (Olorunfemi, 2013).
A small number of vehicles parking in the streets can take most of the space and cause
a great deal of trouble if: (1) they do so on streets with heavy traffic, (2) they park in ways
that are especially disruptive, and (3) if they park for a long period, such as the whole
working day (Button, 2006).
In an urban setting such as Lagos which is the fastest growing urban center in Nigeria,
and where the population is almost 15 million people, there is a need of a critical preview of
what facilities are available to the private car owners and Mini-Bus Operators which formed a
larger percentage of road users in the Central Business District (CBD); contributing traffic
congestion resulted to delay in travel time (Osoba, 2012).

2.4 Pedestrian Facility

There are three factors that affect road safety, these include: human-related (i.e. driver
and passenger), vehicle, and road. In designing a road these three factors must collaborate to
achieve an ideal or model safe road. However, Philippines have poor implementation on
traffic safety and road maintenance. Moreover, the government’s response to these issues is
not as immediate as its response to other equally imperative issues. (Vallente Jr., et. al., 2014)

1903
Journal of the Eastern Asia Society for Transportation Studies, Vol.11, 2015

In most Asian countries, road transport has a great share than other modes in
transporting goods and passengers; it is also confronts with serious issues, most notable is-
traffic congestion which is a result of excessive utilization of the road infrastructures due to
high number of pedestrians, small road network length, a high portion of the population
engaged in informal business sector, and poor public transport supply are not based on peak
hour demand which result in long travel journey period or delay (Langen and Tembele,
2001) are the few.

3. METHODOLOGY

3.1 Research Locale

The criteria for the selection of the intersection for the study includes: heavy traffic
congestion in intersections, presence of on-street parking (legal and illegal parking), and
traffic interruptions due to traffic flow.
The researchers evaluated four (4) intersections (Fig. 3.1) along the streets of Yacapin
and Capt. Vicente Roa, Yacapin and Osmeña, J.R. Borja and Osmeña, and J.R. Borja and
Capt. Vicente Roa. The study area is a Central Business District (CBD) with four (4) lanes on
all the four (4) streets. Currently, there is an existing on-street parking facility on all of the
four (4) streets aforementioned but there has been no unified parking style for the vehicles.
Existing crosswalks are only present on the streets of J.R. Borja and Yacapin. A signal light
is present only on the J.R. Borja and Capt. Vicente Roa intersection however this is not
currently functioning.

Figure 3.1 Study Area

Table 3.1 Road Profile for Osmeña, Yacapin, Capt. Vicente Roa, and J.R. Borja Streets
Osmeña - Yacapin Yacapin - Capt. Capt. Vicente Roa - J.R. Borja -
Vicente Roa J.R. Borja Osmeña
Intersecti Osmeña Yacapin Yacapin Capt. Capt. J.R. Borja J.R. Osmeña
on Vicente Vicente Roa Borja
Street Roa

1904
Journal of the Eastern Asia Society for Transportation Studies, Vol.11, 2015

Number of 4 4 4 4 4 4 4 4
lanes
Lane 4.4m 3.0m 3.0m 3.0m 3.0m 4.4m 4.4m 4.4m
width (m)
Pavement Concrete Concrete Concrete Concrete Concrete Concrete Concrete Concrete

Permitted Left and Left and Left and Left and Left, Through Left and Through
traffic Through Through Through Through Through and and Through and
flow Right Right Right
Signal not existing not existing existing not existing
light (not functioning)

3.2 Data Collection.

Primary data collection consists of queue length, traffic volumes at intersections, parking
demand and supply, and walkability index of pedestrian facilities. Level of Service conducted
on Monday to Saturday (six days) morning 10:30AM-11:30AM and afternoon 4:30PM-
5:30PM.For parking survey conducted on Mondays and Wednesdays for duration of 9 hours
ranging from 8:00AM-5:00PM. For walkability survey conducted on Monday, Wednesday
and Saturday morning and afternoon. The survey data will then be used to calculate Level of
Service, Parking Demand and Supply and Walkability Rating.

3.3 Method of Analysis

After the data collection, several variables were obtained. Average queue length was obtained
by counting the number of standing vehicles at 30-second intervals, which yields the total
delay in terms of vehicle-hours. To be consistent with the standards of the HCM (see Annex
C), the traffic volume approach is needed to obtain delay in terms of sec/veh. The volume
approach was obtained through video recording and evaluating the video to get the exact
number of vehicle classes entering and exiting the traffic. The average total delay (sec/veh)
becomes the basis to rank Levels of Service (LOS) at each intersection. Capacity is also
calculated through a spreadsheet calculation. Since the traffic volume approach is already
known, the volume-capacity (v/c) ratio can also be obtained. Therefore, the results show two
(2) different Levels of Service (LOS) using two (2) standards, namely: HCM (2000) and
DPWH (2003).
Also, walkability ratings and pedestrian counts were obtained to assess whether
pedestrians are able to walk on the sidewalks and on the crosswalks. Walkability ratings were
obtained by using Annex E as guide to make a walkability index. Moreover, lengths of
parking spaces and the amount of parking vehicles were also acquired. The amount of
parking vehicles at different parking conditions were obtained at 30-minute time intervals to
know the accumulation of parking demand for a certain day (8:30am-4:30pm). Results were
then summarized and graphed on a spreadsheet for analyses.
4. RESULTS AND ANALYSIS

4.1 Parking Analysis

4.1.1 Parking Demand
Cogon market’s current parking situation is a combination of parallel, diagonal and
perpendicular parking. Taxi, service vehicle, multicab, sports utility vehicle (SUV), pick-up,

1905
Journal of the Eastern Asia Society for Transportation Studies, Vol.11, 2015

motorela, motorcycle, truck, bus, jeepney, van and car are the different vehicle types that
park in Cogon market. Appendix A shows the following parking demand: (1) Monday and
Wednesday parking demand with a 30-minute interval and (2) Monday and Wednesday
parking vehicle classification percentage and it also show that motorcycle is the highest
parked vehicle in Cogon market.

Table 4.1 Cogon Market area parking demand (in Passenger Car Unit)
Parking Demand (PCU)
Time 8:00AM 9:00AM 10:00AM 11:00AM 12:00PM 1:00PM 2:00PM 3:00PM 4:00PM
On-
139 138 142 141 124 127 122 140 128
ramp
On-
86 91 85 95 84 85 88 99 93
street

Table 4.1 shows the parking demand for on-ramp and on-street around Cogon market.
A higher demand can be seen for on-ramp parking demand compared to on-street parking
demand considering they have the same length for parking spaces. This indicates that
vehicles that park around Cogon market are combination of different vehicle types and the
parking spaces are not fully utilized.

4.1.2 Supply
Table 4.2 shows the parking supply for on-ramp and on-street parking given a specific
parking condition. The table also shows that perpendicular parking can accommodate 179
passenger car units (which is the highest supply) wherein it exceeded the highest demand
from Table 4.1 which is 142 passenger car units. This proves that the parking facility is not
fully utilized since there is a gap between demand and supply.

Table 4.2 Parking Supply (in Passenger Car Unit)

Parking Supply (PCU)
Area Designation Length (in m) Parallel Parking 45° Parking 30° Parking Perpendicular Parking
On-ramp 448 81 115 162 179
On-street 448 81 115 162 179

4.1.3 Supply and Demand Summary

A small number of vehicles parking in the streets can take most of the space and cause a great
deal of trouble if: (1) they do so on streets with heavy traffic, (2) they park in ways that are
especially disruptive, and (3) if they park for a long period, such as the whole working day.
For this study, Monday and Wednesday parking demand were expected to be high.
Figure 4.1 shows the parking demand for the whole study area on a Monday and
Wednesday. The parking demand is expressed in terms of passenger car unit (PCU). The
table is graphed together with the parking supply with different parking conditions (i.e.
parallel, perpendicular, diagonal 30°, and diagonal 45°) of the parking spaces available in the
study area. The result shows that parking supply was met by parking demand on Monday
from 3:00PM to 04:30PM in the afternoon. Parking demand result on Monday at 04:30PM
has increased abruptly due to illegal parking of the vehicles. Table 4.1 shows that as the
parking demand approaches the parking supply the harder for the drivers to find a parking
space, thus increasing its effect on the delay.

1906
Journal of the Eastern Asia Society for Transportation Studies, Vol.11, 2015

350
300
PARKING DEMAND (IN PCU)

250
200
150
100
50
0
9:30 AM
8:00 AM

8:30 AM

9:00 AM

1:00 PM

1:30 PM

2:00 PM

2:30 PM

3:00 PM

3:30 PM

4:00 PM

4:30 PM
12:00 PM

12:30 PM
10:00 AM

10:30 AM

11:00 AM

11:30 AM TIME
Monday Parking Demand Wednesday Parking Demand
Parallel parking supply 45° parking supply
30° parking supply Perpendicular parking supply
Figure 4.1 Parking demand and supply summary
4.2 Pedestrian Analysis
4.2.1 Pedestrian Sidewalk

Sidewalks are for the use of pedestrians. Sidewalks should have sufficient capacity to
accommodate the pedestrians and allow them to move easily, comfortably and safely by
separating their movement from vehicles. This study has found that the width of on-street
sidewalk ranges from 2.70m – 2.80m, which is substantially higher than the minimum width
of 2.40m. On the other hand, it was found that the width of on-ramp sidewalk is 2.20m,
slightly less than the minimum width of 2.40m. Furthermore, sidewalks should also be kept
free from any obstructions for the pedestrians. However, the presence of sidewalk vendors
obstructs pedestrians to walk on the sidewalks easily. Legally situated vendors within the area
often extend their display of goods on the sidewalk. To add to the obstructions, illegal
vendors are often present on the pedestrian curb. These obstructions incline pedestrians to
walk on the streets rather than walking on the sidewalk.

4.2.2 Pedestrian Crosswalk

Existing crosswalks are only available on the streets of J.R. Borja and Yacapin. Each
existing crosswalk is 8.0m wide, which is obviously wider than the minimum width of mid-
block crosswalks: 1.80m. Although there are existing crosswalks on these streets, pedestrians
do not fully respect and use these crosswalks. Pedestrians cross the streets randomly and
often interrupt the traffic flow for this reason.

4.2.3 Walkability Analysis

Walkability is a term used to describe and measure the connectivity and quality of walkways,
footpaths, or sidewalks in cities. It can be measured through a comprehensive assessment of
available infrastructure for pedestrians and studies linking demand and supply.
Pedestrian volume is the main parameter used in the selection of the survey areas.
Reconnaissance surveys and suggestions by the local partners implementing the survey were

1907
Journal of the Eastern Asia Society for Transportation Studies, Vol.11, 2015

used in selecting the areas to be surveyed. Complete route assessments were conducted in
these preselected areas by following the logical pedestrian routes in the specific areas.
The Asia Walkability Index suggests a rating of 60 for commercial areas. Table 4.3
shows the parameters considered in the field walkability survey.

Table 4.3 Walkability parameters and reference

Parameters References
Walking Path Modal The extent of conflict between pedestrians and other modes, such as bicycles,
Conflict motorcycles, and cars on the road.
This parameter is added to the original Global Walkability Index (combined with the
Availability of
original parameter “Maintenance and Cleanliness”). It reflects the need for,
Walking Paths
availability, and condition of walking paths.
The availability and distances between crossings to describe whether pedestrians tend
Availability of
to jaywalk when there are no crossings or when the distances between crossings are
Crossings
too long.
This refers to the exposure of pedestrians to other modes while crossing, the time
Grade Crossing
spent waiting and crossing the street, and the sufficiency of time given to pedestrians
Safety
to cross signalized intersections.
The behavior of motorists toward pedestrians, which may well indicate the kind of
Motorist Behavior
pedestrian environment there is in that area.
The availability of pedestrian amenities such as benches, street lights, public toilets,
Amenities and trees. These amenities greatly enhance the attractiveness and convenience of the
pedestrian environment, and in turn, the city itself.
Disability
The availability, positioning, and maintenance of infrastructure for the disabled.
Infrastructure
The presence of permanent and temporary obstructions on the pedestrian pathways.
Obstructions These ultimately affect the effective width of the pedestrian pathway and may cause
inconvenience to the pedestrians.
Security from Crime The general feeling of security from crime in the street.

Table 4.4 Summary of Walkability Index Rating

Mon Mon. Wed. Wed. Sat. Sat.
Parameter Average
AM PM AM PM AM PM
Walking path modal conflict 40 42 50 42 50 43 44
Availability of walking paths 52 52 50 47 57 40 49
Availability of crossings 80 80 80 80 80 80 80
Grade crossing safety 50 50 50 42 50 43 48
Motorist behavior 55 55 47 42 50 43 49
Amenities 25 25 25 23 25 25 25
Disability infrastructure 30 30 30 30 30 30 30
Obstructions 30 30 43 42 40 45 38
Security from crime 40 30 43 37 43 40 39
Walkability Score 45 44 46 43 47 43 44.66

Table 4.4 shows the walkability scores in the morning and afternoon for Monday,
Wednesday, and Saturday. Results shows minimal variability with the ratings given different
times of the day since pedestrian facilities remains unchanged within the study area. It also
shows that among the nine (9) parameters considered in the walkability, only the availability

1908
Journal of the Eastern Asia Society for Transportation Studies, Vol.11, 2015

of crossings received a passing rating of 80 with an average distance of controlled crossings

between 300m to 500m.; while the other eight (8) parameters received a walkability rating
below 60. The average walkability scores of these eight parameters range from 43 to 47. The
Walkability survey results showed that there is a need to improve the pedestrian
environments across the study area.

4.3 Traffic Analysis

4.3.1 Traffic Volume

Figure 4.2 show the traffic volume approach on Yacapin Street. This result reveal that the
traffic volume for each day (from Monday to Saturday) is higher in the morning period
compared with the afternoon period; with Monday morning having the highest volume and
Thursday afternoon having the lowest traffic volume.

Yacapin Street
2000
1500
1000
500
0
am pm am pm am pm am pm am pm am pm
Monday Tuesday Wednesday Thursday Friday Saturday
Figure 4.2 Summary of Traffic Volume Approach on Yacapin Street

Figure 4.3 shows the traffic volume approach on Capt. Vicente Roa Street. Results
show almost the same pattern on the traffic volume, higher volume in the morning compared
in the afternoon except on a Wednesday; with Friday morning having the highest volume and
Saturday afternoon having the lowest traffic volume.
Capt. Vicente Roa Street
2000
1500
1000
500
0
am pm am pm am pm am pm am pm am pm
Monday Tuesday Wednesday Thursday Friday Saturday
Figure 4.3 Summary of Traffic Volume Approach on Capt. Vicente Roa Street

Figure 4.4 shows the traffic volume approach on J.R. Borja Street. Results also show
the same pattern with varying traffic volume on the morning and the afternoon. The highest
volume was obtained on a Wednesday morning and the lowest volume was obtained on a
Thursday afternoon.

1909
Journal of the Eastern Asia Society for Transportation Studies, Vol.11, 2015

J.R. Borja Street

1500

1000

500

0
am pm am pm am pm am pm am pm am pm
Monday Tuesday Wednesday Thursday Friday Saturday
Figure 4.4 Summary of Traffic Volume Approach on J.R. Borja Street

Figure 4.5 shows the summary of the traffic volume on Osmeña Street. This reveal
that the volume approach in the afternoon is higher compared in the morning for Thursday
and Saturday. The highest volume was obtained on a Monday morning and the lowest
volume was obtained on a Friday afternoon.
Osmeña Street
2000
1500
1000
500
0
am pm am pm am pm am pm am pm am pm
Monday Tuesday Wednesday Thursday Friday Saturday
Figure 4.5 Summary of Traffic Volume Approach on Osmeña Street

4.3.2 Capacity

Capacity is the maximum number of vehicles that may pass a certain intersection under the
prevailing traffic and road conditions during a period of one hour. Table 4.5 shows you the
summary of the calculated capacity (veh/hr) for each road. The capacity of the road is
affected by the following factors: pedestrians, stops by transport vehicles and parking
maneuvers, motor vehicles entries and exits into and out of roadside properties and side roads,
and slow–moving vehicles.

Table 4.5 Summary of Capacity

Monday Tuesday Wednesday Thursday Friday Saturday
Street am pm am pm am pm am pm am pm am pm
Yacapin 1878 1515 1327 721 1182 791 1407 755 1699 1422 1301 873
Capt. 1628 1230 1954 1015 1648 1209 1576 1138 2497 1359 1088 811
Vicente Roa
J.R. Borja 1321 930 1338 542 1320 671 1029 564 1332 916 933 555
Osmeña 2009 1426 1486 904 1660 1140 1015 1272 1861 800 1392 1221

4.3.3 Level of Service

In determining the level of service (LOS) of an unsignalized intersection, queue length and
traffic volume approach was considered. In this study, the LOS was evaluated using two (2)
standards, the HCM 2000 standard based on delay (seconds per vehicle) ranking and the

1910
Journal of the Eastern Asia Society for Transportation Studies, Vol.11, 2015

DPWH standard based on volume-capacity ratio. The Level of Service represents a

qualitative ranking of the traffic operational condition experience by users of the facility,
ranging from LOS A to LOS F, LOS A being the best and LOS F as the worst.
From the data gathered in the field survey for traffic volume count and vehicle
classification, the average volume of vehicles that enters the road of Yacapin, Osmeña, J.R.
Borja and Capt. Vicente Roa are 1138, 1446, 934, and 1236, respectively. Based from the
results of delay of each road, it showed a satisfactory outcome in the morning LOS if it is
based on the standard of HCM 2010. While comparing it in the afternoon LOS, both
standards of DPWH 2003 and HCM 2000 normally resulted to LOS E and LOS F. LOS E
means unstable flow and has intolerable delay while LOS F means forced flow and traffic
jam.
LOS rankings in the afternoon are under LOS E or LOS F, meaning the traffic
conditions contained a heavy traffic or either a stop and go. The Capt. Vicente Roa – J.R.
Borja intersection show large value of delays in the afternoon, obtaining delays between 87 –
157 sec/veh. Among the four intersections evaluated, the Capt. Vicente Roa – J.R. Borja
intersection appears to be the worst condition within the area having excessive delays from
Monday – Saturday. Results show that most of the delays are incurred in the afternoon since
there is a high level of road side activities during this time of the day. Most delays are
minimal in the morning although some intersections perform poorly in the morning.

Table 4.6 Summary of Delay and Level of Service for Osmeña St. - Yacapin St. and Yacapin St. - Capt.
Vicente Roa St.
Osmeña – Yacapin Yacapin - Capt. Vicente Roa
Day Time Delay V/C Delay V/C
LOS LOS LOS LOS
(sec/veh) Ratio (sec/veh) Ratio
AM 17.23 C 0.919 E 12.95 B 0.849 D
Monday
PM 42.67 E 1.029 F 41.97 E 1.011 F
AM 31.76 D 0.974 E 6.55 A 0.726 D
Tuesday
PM 86.36 F 1.113 F 62.03 F 1.065 F
AM 30.68 D 0.956 E 8.90 A 0.766 D
Wednesday
PM 93.50 F 1.139 F 65.45 F 1.087 F
AM 30.50 D 0.973 E 10.47 B 0.796 D
Thursday
PM 39.18 E 0.945 E 39.84 E 0.996 E
AM 18.16 C 0.915 E 5.12 A 0.724 D
Friday
PM 51.74 F 1.055 F 59.83 F 1.077 F
AM 17.06 C 0.864 E 31.83 D 0.953 E
Saturday
PM 80.29 F 1.109 F 80.87 F 1.106 F

Table 4.7 Summary of Delay and LOS for Capt. Vicente Roa - J.R. Borja and J.R. Borja – Osmeña
Capt. Vicente Roa - J.R. Borja J.R. Borja - Osmeña
Day Time Delay
V/C Delay V/C
(sec/veh LOS LOS LOS LOS
Ratio (sec/veh) Ratio
)
AM 21.05 C 0.906 E 15.69 C 0.913 E
Monday
PM 87.61 F 1.134 F 72.70 F 1.116 F

1911
Journal of the Eastern Asia Society for Transportation Studies, Vol.11, 2015

AM 20.08 C 0.899 E 29.83 D 0.975 E

Tuesday
PM 157.30 F 1.278 F 106.65 F 1.182 F
AM 30.96 D 0.969 E 14.82 B 0.878 E
Wednesday
PM 93.00 F 1.126 F 59.92 F 1.067 F
AM 28.12 D 0.923 E 30.27 D 0.935 E
Thursday
PM 108.39 F 1.154 F 54.25 F 1.056 F
AM 15.83 C 0.853 D 18.72 C 0.930 E
Friday
PM 94.30 F 1.151 F 122.76 F 1.217 F
AM 42.90 E 0.989 E 31.74 D 0.978 E
Saturday
PM 154.34 F 1.273 F 85.74 F 1.143 F

Table 4.7 Level of Service (LOS) standards of the Highway Capacity Manual and Department of
Public Works and Highways
Level of Service Reference HCM (sec/veh) DPWH
LOS A Free flow < 10 LOS < 0.20
LOS B Reasonable free flow 10.1 – 15 0.21 – 0.50
LOS C Stable flow 15.1 – 25 0.51 – 0.70
LOS D Approaching unstable flow 25.1 – 35 0.71 – 0.85
LOS E Unstable flow 35.1 – 50 0.86 – 1.00
LOS F Force or breakdown flow LOS > 50 LOS > 1.00
Source: (HCM, 2000; DPWH, 2003)

Table 4.8 Level of Service (LOS) at the intersections around Cogon Market area
Intersections HCM DPWH Reference
LOS E – LOS E – Unstable flow
Osmeña St. and Yacapin St.
LOS F LOS F to forced flow
LOS E – LOS E – Unstable flow
Yacapin St. and Capt. Vicente Roa St.
LOS F LOS F to forced flow
Capt. Vicente Roa St. and J.R. Borja St. F F Forced flow
J.R. Borja St. and Osmeña St. F F Forced flow

Table 4.7 shows the standards of the LOS of the Highway Capacity Manual (HCM, 2000)
and Department of Public Works and Highways DPWH, 2003) with reference condition.

Table 4.8 shows the comparison between the two standards (HCM and DPWH) for the four
intersections along the streets of Osmeña and Yacapin, Yacapin and Capt. Vicente Roa, Capt.
Vicente Roa and J.R. Borja and J.R. Borja and Osmeña. This indicates that there is either
forced flow or unstable flow of traffic in Cogon market area.

4.4 Summary of Traffic Engineering and Management Scheme

Based on findings and results of this research, there is a need of action for the transport
planners to focused on congestion reduction strategies for the unsignalized intersections
along the streets of Yacapin- Capt. Vicente Roa, Yacapin- Osmeña, J.R. Borja- Capt. Vicente
Roa, and J.R. Borja-Osmeña. The researchers proposed a management scheme, categorized in
three separate framework of duration and application, namely: short term (i.e. usually under 1
year), medium-term (i.e. usually ranging from 1 to 3 years), and long term (i.e. above 3 years).

1912
Journal of the Eastern Asia Society for Transportation Studies, Vol.11, 2015

It was further divided into two management schemes, namely: (1) engineering
strategies and (2) management strategies. The Engineering strategies involve improvement of
road markings particularly in re-painting the pedestrian lanes, parking lanes, and loading and
unloading zones; utilizing the supply provided by implementing uniform 45-degree parking
(left side) and placing the loading-unloading zones (right side); rerouting the jeepneys during
afternoon peak hours; clearing the obstruction especially on sidewalks; installing automated
signalization system for drivers and pedestrians. In management, with the aid of the
Administration, involves proper enforcement by implementing strict enforcement for both
pedestrians and drivers, re-orientating the pedestrians in using sidewalks and crosswalks and
encouraging pedestrians to walk or to cycle as an alternative mode of transport, strict lane
implementation which means if one goes right turn should go to right lane and the ones who
goes left turn should go to left lane, and the proper maintenance and cleanliness in the area
specially on pedestrians facilities to make pedestrians use the sidewalks instead of roadway.

Table 4.7 Summary of Traffic Engineering and Management Scheme

STRATEGIES CITATIONS REMARKS DETAILS ST MT LT

ENGINEERING
Road markings Re-painting of pedestrian ✓
lanes, re-painting of
loading and unloading
box, re-painting of
parking lanes
Vehicle parking No illegal or double ✓
parking, implementation
of the 45-degree parking
(left side), placement of
loading – unloading areas
(right side)
Rerouting of public Sigua, R., and “There Rerouting or new routing ✓
transport Lirios, H.F.D.C., should be a scheme of PUJ during
(2003) rerouting of afternoon peak hours
public utility
vehicles,
wherein
jeepneys
coming from
the
southwester
n part of
Davao City
should be
made to
enter the
study area at
San
Pedro St.
from
Quimpo
Blvd.”
Improve pedestrian Anowar, S., “The Clearing of obstructions ✓
facilities Yasmin, S., and intersections in path ways
Tay, R., (2014). should be
well lit and
more
conspicuous

1913
Journal of the Eastern Asia Society for Transportation Studies, Vol.11, 2015

and
reflective
signs should
be
appropriatel
y placed to
warn drivers
in advance.”
Install traffic signals Anowar, S., “installing Installation of an ✓
Yasmin, S., and pedestrian automated signalization
Tay, R., (2014). signals system which is a
where car modernized system
volume is having a function of
high” automatic changing of
signal timing for lanes
with heavy traffic and a
computer-based data for
traffic volumes in an
intersection.
MANAGEMENT
Proper enforcement Anowar, S., “Proper Increased traffic ✓
Yasmin, S., and enforcement enforcers, strict
Tay, R., (2014). measures enforcement for drivers
should be and pedestrians, priority
adopted to of right-turns at
ensure that intersections
the
segregated
roadway is
only used by
the non –
motorized
and their
rights are
not
violated.”
Re-orient and Suzuki, K., “Network Encourage walking and ✓ ✓
encourage pedestrians Tsuchizaki, N., development cycling as an alternative
Kanda, Y., and plans are mode, re-orient the
Doi, K., (2014). currently pedestrian to use
being crosswalks and sidewalks
considered
and the
development
of bicycle-
friendly
environment
s is being
carried out
in many
cities across
Japan for the
purpose of
ensuring
safety.”
Strict lane management Meng, Q., and Shi, “Considerin if one goes right turn ✓
J., (2013). g the ever – should go to right lane
increasing and the ones who goes
car traffic left turn should go to left

1914
Journal of the Eastern Asia Society for Transportation Studies, Vol.11, 2015

flow, it is lane
becoming
more and
more
important to
introduce
bus
exclusive
and priority
lanes and
effectively
operate them
under
various
traffic
conditions.”
Cleanliness and Garbages should be ✓
maintenance of properly disposed, there
pedestrian facilities must be street sweepers
assigned in sidewalks

5. CONCLUSION AND RECOMMENDATIONS

5.1 Conclusion

To assess morning and afternoon Level of Service (LOS)

From the data gathered in the field survey for traffic volume count and vehicle classification,
the average volume of vehicles that enters the road of Yacapin, Osmeña, J.R. Borja and Capt.
Vicente Roa are 1138, 1446, 934, and 1236, respectively. Based from the results of delay of
each road, it showed a satisfactory outcome in the morning LOS if it is based on the standard
of HCM 2010. While comparing it in the afternoon LOS, both standards of DPWH 2003 and
HCM 2000 normally resulted to LOS E and LOS F. LOS E means unstable flow and has
intolerable delay while LOS F means forced flow and traffic jam. It is therefore concluded
that long delays are present in each road because of its insufficient capacity and the road uses
were not completely utilized.

To assess the demand and supply of on-street parking

The result of the parking supply and demand revealed that 07:00AM to 04:00PM, the total
demand of parking space is ranging from 200 to 230 parking spaces while the available
supply is 250 parking spaces. Although the parking demand does not exceed the parking
supply, but in the perception of the drivers, it is fully occupied since parking spaces are not
utilized well. But as it approaches to 5:00 PM, there is a rapid increased of parking demand
due to illegal parking which decreases the capacity of the road resulting to heavy traffic flow
and traffic congestion. Therefore, the available parking space should be utilized well and
meet the parking demand. Furthermore, strict implementation of parking rules and
regulations is a must to avoid illegal parking.

To assess the walkability of pedestrian facilities

From the data gathered in the walkability survey the average walkability score is 44.66 for
Monday, Wednesday, and Saturday. This indicates that pedestrian facilities within the study

1915
Journal of the Eastern Asia Society for Transportation Studies, Vol.11, 2015

area are inadequate due to, the following: (1) obstructions along the pathways, (2) presence of
sidewalk vendors, and (3) unmaintained sidewalks. All these factors will make pedestrians
forced to walk on the roadway rather than walking on sidewalk. This increases the impact of
pedestrians (i.e. walking and crossing) that will decrease of capacity and traffic performance
of the road. Thus, pedestrian facilities are in need of improvement and proper maintenance to
make use of the available crosswalks and sideways provided in the area.

To formulate traffic management scheme

Research found that there is a need for the transport planners to focus on congestion
reduction strategies for the roads of Yacapin, Osmeña, J.R. Borja and Capt. Vicente Roa.
Since the roads experienced an intolerable delay, improvements in planning are of in great
need in the transport system of the city especially that it is expected to have an increase
number of vehicles in the years to come. The management scheme was classified as
engineering and purely management. Engineering are of design and facilities (i.e. parking and
pedestrian) while management are of rules and regulations mandated by the ordinance.

5.2 Recommendations

The study highly recommends that traffic management scheme be considered in the solving
the traffic congestion issue in Cogon Market area of Cagayan de Oro.
As this study already presented the initial evaluation of the traffic engineering an in-
depth evaluation of the study area should also be pursued in line with transportation
engineering (i.e., transportation modes, vehicle routing, trip generation, etc.) consideration; to
better the assimilate both traffic and transportation engineering solutions to address traffic
congestion in Cogon Market.

6. ACKNOWLEDGEMENT

We would like to express our gratitude to Xavier University-Kinaadman Research Center

(XU-KRC) for funding this research and their support in this project.

7. REFERENCES

Aiura, N. and Taniguchi, E. (2005). Journal of the Eastern Asia Society for Transportation
Studies, Vol. 6, Planning on-street loading-unloading spaces considering the
behaviour of pickup-delivery vehicles, pp.2963-2974.
Anand, S., Sekhar, S.V.C., and Karim, M.H. (1999). Journal of the Eastern Asia Society for
Transportation Studies, Vol.3, No.3, September, 1999. Development of Passenger car
unit (pcu) values for Malaysia.
Anowar, S., Yasmin, S., Tay, R., (2014). Factors Influencing the Severity of Intersection
Crashes in Bangladesh. Asia Transport Studies, Vol. 3, Issue 2, 143-154.
Arditya, S. (2011). Principles of Highway Engineering and Traffic Analysis (5th ed).
Singapore, John Wiley and Sons Singapore Pte. Ltd.
Baid, R. (1996). Journal of the Eastern Asia Society for Transportation Studies, Vol. 3,
Evaluation of Delay on Unsignalized Intersections.

1916
Journal of the Eastern Asia Society for Transportation Studies, Vol.11, 2015

Bertini, A. H. (2006). International Approaches to Tackling Transport Congestion: Paper2

(Final): Parking Restraint Measures A5022/WP/WP2.Victorian Competition and
Efficiency Commission, April.
Button, K. (2006). The political economy of parking charges in "first" and "second-best"
worlds. Transport Policy 13, no. 6 (November): 470–478.
Currin, T. (2001). Introduction to Traffic Engineering (2nd ed). United States, Global
Engineering: Christopher M.Shortt.
Donnges, C., Edmonds, G., and Johannessen, B. (2007). Rural Road Maintenance -
Sustaining the Benefits of Improved Access.
Garber, N., and Hoel, L. (2012). Traffic and Highway Engineering (4th ed)., Philippines,
Cengage Learning Asia Pte Ltd.
Krambeck, H., and Shah, J. (2006). The Global Walkability Index. Talk the walk and Walk
the Talk. 11-26.
Langen M., and Tembele R., 2001. Productive and liveable Cities: Guideline for pedestrian
and bicycle traffic in African Cities. A.A Balkema publishers. Tokyo.
Leather, J., Fabian, H., Gota, S., and Mejia, A. (2011). ADB Sustainable Development
Working Paper Series. Walkability and Pedestrian facilities in Asian Cities.
Litman, T. (2010). Smarter Congestion Relief In Asian Cities: Win-Win Solutions to Urban
Transport Problems.
Mannering, F., and Washburn, S. (2013). Principles of Highway Engineering and Traffic
Analysis (5th ed). Singapore, John Wiley and Sons Singapore Pte. Ltd.
Meng, Q., and Shi, J., (2013). Transportation Management and Operation. Asia Transport
Studies, Vol. 2, Issue 3, 221-222.
Neha, B., Sushil, P., and Sausanis, P. (2011). Traffic Congestion And Fuel Wastage Due To
Idling Vehicles At Crossroads.
Olorunfemi, S.O. (2013). Examination of On-Street Parking and Traffic Congestion Problems
in Lokoja. Department of Transport Management Technology Federal University
Akure Nigeria.
Osoba, S.B. (2012). Appraisal of Parking Problems and Traffic Management Measures in
Central Business District in Lagos, Nigeria. Department of Transport Management
Technology, Federal University of Technology, Minna, Ibadan
Prasetijo, J. (2007). Capacity and Traffic Performance of Unsignalized Intersections under
Mixed Traffic Conditions, 1-60.
.
Regidor, J.R.F., and Tiglao, R.V.R. (2003). Assessment of Traffic Impact Components in a
Typical Environmental Impact Study (EIS) in the Philippines, Proceedings of the
Symposium on Environmental Issues Related to Infrastructure Development, Japan
Society for the Promotion of Science, Core University Program on Environmental
Engineering Symposium, 145-156, August 2003.
Regidor, J.R.F. (2004). Public Participation in the Traffic Impact Assessment Process,
Proceedings of the Joint Seminar on Sustainable Urban Transport System, Japan
Society of Civil Engineers, Philippine Institute of Civil Engineers and the U.P.
National Center for Transportation Studies, Dusit Hotel, Makati City, Philippines, 65-
69, November 2004.
Sigua, R., and Lirios, H.F.D.C., (2003). Assessment of the Current Transportation System
Management in Davao City (with focus on vehicular flow improvement). Proceedings
of the Eastern Asia Society for Transportation Studies, Vol.4.
Slamet, L. (2012). Traffic and Highway Engineering (4th ed)., Philippines, Cengage Learning
Asia Pte Ltd.

1917
Journal of the Eastern Asia Society for Transportation Studies, Vol.11, 2015

Suzuki, K., Tsuchizaki, N., Kanda, Y., Doi, K., (2014). Evaluating Demand Change
Following the Development of a Bicycle-Friendly Environment. Asia Transport
Studies, Vol. 3, Issue 1, 81-94.
Vallente Jr., J., Ebana, Y.Y., Cabugao, F., Abogado, A.M., (2013). Assessment of the Traffic
Safety in Public School Zones in Cagayan de Oro City. XU Transportation
Engineering Research Paper Review 2014.
Vasirani, M., and Ossowski, S. (2004). A Market-Inspired Approach for Intersection
Management in Urban Road Traffic Networks.
ZongZhong, T., Kyte, M., and Colyar, J. (1997). Field Measurements of Capacity and Delay
at Unsignalized Intersections. Volume I. ITE Journal, 22-26.
Highway Capacity Manual. HCM 2000. Transportation Research Board (TRB). Highway
Capacity Manual, National Research Council, Washington, D.C., 2000
CDO profile. (n.d.). In National Statistical Coordination Board. Retrieved from
http://www.nscb.gov.ph/ru10/profile/cdo/default.html

1918