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

8, 2009

ELEVATED U-TURNS IN METRO MANILA

Reigna Jewel Ritz M. MACABABBAD Ricardo G. SIGUA, Dr. Eng.
Graduate Student Professor, Institute of Civil Engineering
Institute of Civil Engineering Affiliate Faculty, National Center for
University of the Philippines Transportation Studies
Diliman, Quezon City University of the Philippines
Philippines 1101 Diliman, Quezon City
E-mail: rjmmacababbad@gmail.com Philippines 1101
Fax: +63-2-9288305
E-mail: rdgsigua@yahoo.com

Eduardo R. PO, Jr.

Graduate Student
Institute of Civil Engineering
University of the Philippines
Diliman, Quezon City
Philippines 1101
E-mail: eduardopojr@yahoo.com.sg

Abstract: This paper provides information on the configuration of the Elevated U-turn that is
finally constructed along C5 as alternative to the initial C5/Kalayaan underpass and
C5/Vargas-Lanuza overpass plans. It further gives an analysis on its expected performance as
an infrastructure that will meet the current and future traffic demand. Specifically, the level
of service at peak hours are computed and assessed. Further qualitative analysis discussed the
advantages and disadvantages of the U-turn flyover. Several road safety issues have been
identified with regard to the new facility and this review recommends some strategies to
mitigate risks.

Keywords: elevated U-turn, Level of Service, accident prone

1. INTRODUCTION

Circumferential Road 5 (C5) is one of the major circumferential roads in Metro Manila and it
connects the South Luzon Expressway in Taguig City to the north end of C5, the McArthur
Highway in Valenzuela City and the North Luzon Expressway. Moreover, the C5-Kalayaan
Avenue intersection is strategically located in the boundaries of Taguig City, Makati City,
Pateros, and Pasig City which makes the said intersection congested especially during peak
hours.

C5

Kalayaan Ave.

Figure 1.1 The C5-Kalayaan Intersection

Proceedings of the Eastern Asia Society for Transportation Studies, Vol.8, 2009

The interchange configuration proposed by the Department of Public Works and Highways
(DPWH) for upgrade of the C5-Kalayaan Avenue intersection was an underpass that would
serve through traffic along C5. The underpass scheme is part of the two grade separation
infrastructures: the C5-Kalayaan underpass and C5-Vargas-Lanuza overpass that cost P512-
million. Consulting services for the construction supervision of this interchange projects had
been awarded to private engineering firms in 2002 and detailed designs were already
completed for implementation in 2004.

The Metro Manila Development Authority (MMDA), however, submitted counterproposals to

construct two (2) U-turn flyovers along C5 instead of the proposed underpass at C5-Kalayaan
and the retention of the U-turn scheme at C5-Vargas and C5-Lanuza. This P350-million worth
project was favored than the earlier DPWH’s plans. Construction of Phase I (Taguig side)
commenced in February 14, 2008 and was completed on August 1, 2008; while Phase II
(Pasig side) was started on December 2, 2008 and completed on April 17, 2009. Last May 6,
2009, President Gloria Macapagal-Arroyo inaugurated the twin elevated U-turns in C5.
MMDA Chairman Bayani Fernando led the formal presentation of the finished project. The
initial operational performance of the new facility based on MMDA reports are quoted below.

“Travel time along Circumferential Road 5 (C-5) has improved up to more than 85
percent only nine days after the Metropolitan Manila Development Authority (MMDA)
opened its second elevated U-turn interchange at the intersection of C-5 and
Kalayaan Avenue in Makati City.”

“…that simulation tests and post-evaluation study at the C-5/Kalayaan Avenue

intersection showed a dramatic increase in travel speed in the area, from the average
20.85 kilometer per hour (kph) in 2006 and 2007 to 38.84 kph, an improvement of
86.28 percent.”

“…due to the improved traffic condition, vehicular volume in the intersection has also
increased from 120,135 to 151,907 following the opening of the Phase 2 (north side)
of the C-5/Kalayaan Urban Interchange on May 6.”

“At the northbound lane of C-5, from Commando Link in Taguig to Lanuza, travel
speed also increased from 28.85 percent to 52.89 kph and from 17.16 kph to 42.20 kph
on the opposite southbound direction…”

“At the eastbound, from Lawton, Taguig to Buting, average travel speed is now 28.03
kph from 17.93 kph and 38.84 kph from the previous 20.850 on the westbound
portion.”

2. OBJECTIVES

The objectives of this study are the following:

To present an initial review of the completed U-turn flyover upgrade project for the
C5-Kalayaan intersection.

To examine miscellaneous vehicle inconveniencies and accident prone areas.

To recommend strategies for improving safety.

3. LITERATURE REVIEW

The U-turn program is the closure of an intersection and the provision of U-turn slots for the
diverted traffic. The left turn and or crossing through traffic affected by the closure of
signalized intersection are re-directed via U-turn slots to ensure non-stop traffic flow along
major road. The U-turn program is under the traffic management programs for Metro Manila
and referred to as the “Big Rotunda Scheme” as shown in Figure 3.1. The MMDA had
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.8, 2009

implemented the program since June 2003 initially along Quezon Avenue and EDSA, then to
Commonwealth Avenue, Marcos Highway, E. Rodriguez Avenue and Gil Puyat Avenue.

With the implementation of the U-turn scheme, travel time has been reduced up to 10-20%.
Results of a study by MMDA’s Traffic Engineering Center (TEC), as mentioned by Regidor
(2004), support the claim of improved travel time.

Uy et al. (2008) examined U-turn and compared it to the signalized intersection traffic system
management considering fuel consumption and other factors such as duration, velocity, and
RPM. Results of the study showed that U-turn promotes higher fuel consumption rates than
signalized intersection scheme since the former has longer run duration and more frequent
changes in maneuvers than the latter.

Regidor (2004) cited and briefly discussed several design provisions related to the design of
U-turns from different sources that include Department of Public Works and Highways,
American Association of State Highway and Transportation Officials, Roads and
Transportation Association of Canada, Traffic Engineering Handbook and U.S. Highway
Capacity Manual (HCM).

Figure 3.1 MMDA’s Big Rotunda Scheme

(Source: http://www.mmda.gov.ph/trafprg.htm)

4. METHODOLOGY

The procedures involved gathering of available data which are categorized as secondary type
of data. Some differing assessments of a number of traffic engineers especially before and
during construction of the elevated U-turn were taken into consideration.

The on hand information gathered is then analyzed based only on applicable traffic analysis as
well as qualitative analysis. The configuration of the elevated U-turn scheme is thoroughly
examined. Some limitations such as length of vehicles that can pass the U-turn, evaluation of
geometric design, possible collision points and other issues were identified. Then strategies
for improving safety through physical improvements are recommended.

5. DATA COLLECTION

Traffic volumes used in traffic analysis are obtained from MMUTIS Report and projected for
the year 2015. Figure 5.1 shows the daily traffic (AADT) and peak hour volume (PHV) both
in passenger car unit (pcu). The PHV is a critical traffic input and therefore it is usually used
in the design of road projects.
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.8, 2009

The lay-out of completed U-turn flyover along C5 shown in Figure 5.2 is drawn based on
photos obtained through site inspections.

Figure 5.1 Projected Traffic Flow

Figure 5.2 Present lay-out of C5-Kalayaan intersection with twin U-turn flyovers
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.8, 2009

6. ANALYSIS

There is no actual comprehensive traffic study conducted for this review to obtain detailed
information for an in-depth engineering evaluation since analysis of U-turn is not yet
established. Moreover, even though the MMDA’s Traffic Engineering Center conducted a
study on initial operational performance of the new infrastructure, their reports have not yet
been subjected nor opened to unbiased peer review. The traffic accident data on the twin U-
turn sections of C5 were not considered owing to the fact that few available records would not
be adequate for an impartial assessment with regards to road safety.

6.1 Traffic Analysis

An uninterrupted traffic flow along C5 results from the closure of signalized intersection.
However, there are potential weaving problems as shown in Figure 6.1. These are examined
and assessed applying HCM (2000) recommended weaving analysis. The details of the
analysis are shown in Appendix A. The weaving segment will operate at LOS F during the
peak hour which is described reflecting densities less than those identified since drivers
expect and will accept higher densities on weaving segments than on basic multilane highway
segments. Congestion in the weaving section would affect the conditions at the elevated
section, the exit ramp and through traffic. The weaving segment density ranges from 48 to 52
pcu/km/lane. The weaving segment capacity cannot be determined from the given tables since
the free flow speed used is 64 kilometers per hour.

6.2 Qualitative Assessment

The configuration of the newly constructed U-turn slots along C5 to some extent is not similar
to the typical design of U-turn slots due to its elevated scheme from the major road. The
MMDA’s indication that U-turn slots program is a “Big Rotunda Scheme” or comparable to a
roundabout would still be questionable if applied to this particular infrastructure since the U-
turn was elevated and therefore defies the conventional design of roundabouts.

A visual inspection alone of the elevated U-turn poses several issues regarding its geometric
design. There are two uniform lanes in the approach ramp, elevated section, and the exit ramp.
However, sharp curves as highlighted in Figure 6.2 are observed on the elevated section
which are possible crash areas of vehicles. Table 6.1 discusses the different advantages and
disadvantages that could be expected in the installed facility.

Figure 6.2 Sharp curves at the elevated U-turn

Proceedings of the Eastern Asia Society for Transportation Studies, Vol.8, 2009

Figure 6.3 shows the identified possible vehicle crashes in the elevated U-turn segment apart
from collisions that may also occur due to weaving and mistakes in maneuvering.

Figure 6.3 Possible collision points at the elevated segment

Table 6.1 Advantages and disadvantages of elevated U-turn

Advantages Disadvantages
1.) A stand alone facility would promote 1.) More accidents are likely to happen at
savings on personnel and equipment, merging area on the center and sharp
including electricity since no traffic signal curved u-turn (possible collision points are
is required identified in the succeeding figure)
2.) Travel time and costs are increased for left
turns and through traffic in both eastbound
and westbound directions because of
longer travel distance
3.) There is a turning limitation on the
elevated U-turn especially for long
vehicles
4.) In cases of accidents on the elevated
segment of U-turn, a choke point scenario,
there would be no alternative route for the
vehicles
5.) Some tapering section of through lanes
due to the column supporting the elevated
U-turn may result to incidence of road
crashes
6.) Structures elevated above the city streets
scar the city visually and also contribute to
increased air and noise pollution
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.8, 2009

C5-Kalayaan Intersection Design

Peak Hour Volume, pcu/hr
Figure 6.1 Schematic diagram for traffic analysis
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.8, 2009

7. CONCLUSION

This paper presents a preliminary review of the elevated U-turn project constructed as
solution to the congestion problems experienced in C5-Kalayaan intersection due to sheer
volume of vehicles passing along the major road – C5. Traffic analysis revealed that the
weaving segments have LOS F, an indication of traffic problems in 2015. Qualitative
assessments further disclosed that the disadvantages with regard to turning radius limitations,
increase in road accidents due to weaving and a number of possible collision points, and also
the negatively affected east or westbound vehicles disapprovingly outweigh the advantages of
the facility. The facility has already been completed but physical improvements as well as
traffic management may be explored and implemented to address the issues.

8. RECOMMENDATIONS

The objective of road infrastructure upgrade project is to improve current traffic conditions
and be able to sustain future traffic demands. One of the key measures for improved
operational performance of roads is the decreased travel time in accessing the facility.
However, fundamental rules on road safety should not be compromised alongside attaining
improved efficiency. The recommended strategy to help mitigate traffic accident risks is to
improve driver awareness of the U-turn flyover, impose speed limits especially at weaving
sections, and provide more effective guidance for motorists through the use of signing and
pavement markings.

Future road projects should uphold and consider national and international standards on traffic
engineering and management. In the world of professional practice, road project plans and
proposals should be open to peer reviews and critiques to realize an effective solution to
Metro Manila’s traffic problems.

ACKNOWLEDGEMENT

The researchers acknowledge the invaluable ideas and support of all faculties involved in this
practical paper.
REFERENCES
Regidor, R. J. F, Economic and Technical Analysis of C5/Kalayaan and C5/Vargas-Lanuza,
2004
Uy, F. A. A., Vergel, K. N., Evaluation of Traffic Management Strategies Considering Fuel
Consumption, 200__
U. S. Highway Capacity Manual, 2000
Metro Manila Development Authority, The Official Website of, http://www.mmda.gov.ph