this is a traffic study conducted by highway engineering srudents fro University of Southern Mindanao. And it was successfully defended in front oof Engr. Bernadeth V. Dapun, faculty of Civil Engineering Department.

1. USM-BONIFACIO FOUR-LEG INTERSECTION
__________________________________________________________
__________________________________________________________
Abuela, Myra G. Engr. Bernadeth V. Dapun
Adam, Yossef A. Highway Engineering
Omar, Ebrahim A. CENG 412
GRAPHIC SUMMARY OF VEHICLE MOVEMENTS
Intersection: USM-Bonifacio Intersection
Observer: Abuela, Adam, Omar
Town: Kabacan, Cotabato Date: 09/18/14 Day: Thursday
Time: 7:00-7:15 AM

2. USM-BONIFACIO FOUR-LEG INTERSECTION
__________________________________________________________
__________________________________________________________
Abuela, Myra G. Engr. Bernadeth V. Dapun
Adam, Yossef A. Highway Engineering
Omar, Ebrahim A. CENG 412

3. USM-BONIFACIO FOUR-LEG INTERSECTION
__________________________________________________________
__________________________________________________________
Abuela, Myra G. Engr. Bernadeth V. Dapun
Adam, Yossef A. Highway Engineering
Omar, Ebrahim A. CENG 412
CALCULATIONS (All computations were done through Microsoft Excel.)
Worksheet 1 & 2 (Geometrics Movements and Volume Adjustments)
Worksheet 3 (Site Characteristics)
Yes x No
Yes x No
Type
Yes Raised Curb x No
Yes Raised Curb x No
Mvmts D(m) Cycle (s) GrnEff (s) ArrType Vprog (veh/h) Factor f
Pro-LT
TH
Pro-LT
TH
SatFlw, s (veh/hg)
4 , 5, 6
7, 8, 9
4
7,8,9
Lane Designation: Here, Lane 1 is the lane closest to the centerline, etc.
Worksheet 3
1, 2, 3 1 2,3
Movements Lane 1 Lane 2 Lane 3
0
0.00
Storage space, veh
Storage space, veh
No
Sprog (km/h)
Saturation flow rate, major street through vehicles, si1
Shared lane volume, major street through vehicles, vi1
Shared lane volume, major street right vehicles, vi2
s2
Delay to Major Street Vehicles: These data are for the subject unsignalized intersection
s5
Number of major street through lanes
1700
1
1700
1
Movement 2
Saturation flow rate, major street right vehicles, si2
34003400
10,11,12
5,6
Grade, G Channel RT
No
No
0.00
0.00
No
Movement 5
10, 11, 12
Flared Minor Street Approach
Movement 9
Movement 12
Storage space, veh
Storage space, veh
0
0
0.00
34.00
Median Storage*
*includes raised median or striped median (RM) or two-way left-turn lane (TWLTL)
Length of study period, T (h)
Upstream Signals
0Movements 7 and 8
Movements 10 and 11
Analyst Intersection
Agency or Company Jurisdiction
Date Performed Analysis Year
Analysis Time Period
1 2 3 4 5 6 7 8 9 10 11 12
Volume (veh/h), V 95 208 98 95 193 80 43 77 78
Peak-hour factor, PHF 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
Hourly flow rate, v(veh/hr) 95.0 208.0 98.0 95.0 193.0 80.0 43.0 77.0 78.0
Proportion of heavy vehicles, PHV 0.02 0.02 0.02 0.02 0.02 0.02 0.02 0.02 0.02
Movement
Flow, Vp (ped/h)
Lane width, w (m)
Walking speed1
, Sp (m/s)
Percent blockage, fp (Eq 17-11)
Site InformationGeneral Information
15 16
Movement
Vehicle Volumes and Adjustment
Pedestrian Volumes and Adjustments
Worksheet 2
Vehicle Volumes and Adjustments
USM-Bonifacio IntersectionAbuela, Adam, Omar
0.000
3.60
1.2
0.000
13 14
Kabacan, CotabatoHighwayEngineering
3.60
1.2
0.000
3.60
1.2
0.000
7:00-7:15 AM
201418-Sep-14
3.60
1.2

4. USM-BONIFACIO FOUR-LEG INTERSECTION
__________________________________________________________
__________________________________________________________
Abuela, Myra G. Engr. Bernadeth V. Dapun
Adam, Yossef A. Highway Engineering
Omar, Ebrahim A. CENG 412
Worksheet 4 (Critical Gap and Follow-up Time)
Worksheet 5d (Conflicting Flows During Unblocked Period)
1 4 9 12 8 11 7 10
4.1 4.1 6.2 6.5 7.1
1.0 1.0 1.0 1.0 1.0
0.02 0.02 0.02 0.02 0.02
0.1 0.2 0.2
0.0 0.0 0.0 0.0 0.0
0
single stage 0.0 0.0
two stage
single stage 4.120 4.120 6.220 6.520 7.120
two stage
1 4 9 12 8 11 7 10
2.2 2.2 3.3 4.0 3.5
0.9 0.9 0.9 0.9 0.9
0.02 0.02 0.02 0.02 0.02
2.218 2.218 3.318 4.018 3.518
Minor TH Minor LT
PHV (from Worksheet 2)
tf (Equation 17-2)
Major LT Minor RT
Movement
tf ,base (Exhibit 17-5)
tf ,HV
G (from Worksheet 2)
t3,LT
tc (Eq 17-1)
tc,T
tf = tf,base + tf,HV PHV
Critical Gap and Follow-Up Time
tc = tc,base + tc,HV PHV + tc,G G - tC,t - t3,LT
Major LT Minor RT Minor TH
tc,G
Movement
tc,base (Exhibit 17-5)
tc,HV
PHV (from Worksheet 2)
Minor LT
1 4 7 8 9 10 11 12
273 306 870 919 233
1000 1000 1000 1000 1000
0 0 0 0 0
Stage I Stage II Stage I Stage II Stage I Stage II Stage I Stage II
vc,x (Exhibit 17-4)
vc,min (veh/h)
px (from Worksheet 5c)
vc,u,x (Equation 17-28)
Conflicting Flows During Unblocked Period (Computation 4)
Single-Stage
Movements
vc,min (veh/h)
Movements 7 8
Two-Stage
11
vc,x (Exhibit 17-4)
10
px (from Worksheet 5c)
vc,u,x (Equation 17-29)

5. USM-BONIFACIO FOUR-LEG INTERSECTION
__________________________________________________________
__________________________________________________________
Abuela, Myra G. Engr. Bernadeth V. Dapun
Adam, Yossef A. Highway Engineering
Omar, Ebrahim A. CENG 412
Worksheet 6 (Impedance and Capacity Calculations)
vc,9 = vc,12 = 233
cp,9 = cp,12 = 806
pp,9 = pp,12 = 1.000
cm,9 = cm,12 = 806
p0,9 = 1.000 p0,12 = 0.903
vc,4 = 306 vc,1 = 273
cp,4 = 1255 cp,1 = 1290
pp,4 = 1.000 pp,1 = 1.000
cm,4 = 1255 cm,1 = 1290
p0,4 = 0.9243 p0,1 = 0.9264
p*0,4 = p*0,1 =
vc,8 = vc,11 = 919
cp,8 = cp,11 = 271
pp,8 = pp,11 = 1.000
f8 = 0.856 f11 = 0.856
cm,8 = cm,11 = 232
p0,8 = 1.0000 p0,11 = 0.6684
vc,7 = vc,10 = 870
cp,7 = cp,10 = 272
pp,7 = 1.000 pp,10 = 1.000
p"7 = p"10 = 0.856
p'7 = p'10 = 0.890
f7 = f10 = 0.890
cm,7 = cm,10 = 242
Step 5: LT from Minor Street (T-intersection only)
vc,7 = vc,10 =
cp,7 = cp,10 =
pp,7 = pp,10 =
f7 = f10 =
cm,7 = cm,10 =
2. For T-intersection, use steps 1, 2, and 5
Ped impedance factor (Equation 17-12)
Capacity adjustment factor due to impeding movement (shared
Movement capacity (Equation 17-10)
Notes
v12
v7 v10
Conflicting flows (Exhibit 17-4)
Potential capacity (Equation 17-3 or 17-29)
1. For 4-legged intersection, use steps 1, 2, 3, and 4.
Step 2: LT from Major Street
Conflicting flows (Exhibit 17-4)
Potential capacity (Equation 17-3 or 17-29)
v8
v1v4
Impedance and Capacity Calculations
Step 1: RT from Minor Street v9
Ped impedance factor (Equation 17-12)
Movement capacity (Equation 17-4)
Prob of queue free state (Equation 17-5)
Major left shared lane prob of queue free state (Equation 17-16)
v11
Conflicting flows (Exhibit 17-4)
Potential capacity (Equation 17-3 or 17-29)
Ped impedance factor (Equation 17-12)
Movement capacity (Equation 17-4)
Prob of queue free state (Equation 17-5)
Movement capacity (Equation 17-7)
Prob of queue free state
Step 4: LT from Minor Street (4-legged intersection only)
Conflicting flows (Exhibit 17-4)
Capacity adjustment factor due to impeding movement (shared
Step 3: TH from Minor Street (4-legged intersection only)
Conflicting flows (Exhibit 17-4)
Potential capacity (Equation 17-3 or 17-29)
Ped impedance factor (Equation 17-12)
v10
Capacity adjustment factor due to impeding movements
Movement capacity (Equation 17-10)
v7
Potential capacity (Equation 17-3 or 17-29)
Ped impedance factor (Equation 17-12)
Major left, minor through impedance factor
Major left, minor through adjusted impedance factor

6. USM-BONIFACIO FOUR-LEG INTERSECTION
__________________________________________________________
__________________________________________________________
Abuela, Myra G. Engr. Bernadeth V. Dapun
Adam, Yossef A. Highway Engineering
Omar, Ebrahim A. CENG 412
Worksheet 8 (Shared-Lane Capacity)
Worksheet 9 (Effect of Flared Minor-Street Approach)
Worksheet 10 (Control Delay, Queue Length, Level of Service)
cSH (veh/h)
327
78.0
Shared Lane Capacity
Movement
7
cm (veh/h)v(veh/h)
0.0
8
9
10 24243.0
77.0
12
11 232
Movements 7,8,9
806
0.0
0.0
Movements 10,11,12
Mvmt 7,8 Mvmt 9 Mvmt 10,11 Mvmt 12
0 198
0.00 0.000 0.0 0.000
Qsep + 1
csep (from Worksheet 6 or 7)
nmax (Equation 17-35)
cSH
Sum of csep (Equation 17-36a)
0
cact (Equation 17-36)
327
Effect of Flared Minor-Street Approach
n
Lane Flow Rate (from Worksheet 2)
Delay (Equation 17-38)
Qsep (Equation 17-34)
Round (Qsep + 1)
Lane v (veh/h) cm (veh/h) v/c
Queue Length
(Eq 17-37)
Control Delay
(Equ 17-38)
LOS (Exhibit
17-2)
Delay and
LOS
1 0 0
2
3
1 198 327 0.606 4.6 33.0 D 33.0
2 D
3
v (veh/h) cm (veh/h) v/c
Queue Length
(Eq 17-37)
Control Delay
(Equ 17-38)
95 1290 0.074 0.2 8.0
95 1255 0.076 0.2 8.1
7,8,9
Movement
Control Delay, Queue Length, Level of Service
10,11,12
Movement
1
4
LOS (Exhibit 17-2)
A
A

7. USM-BONIFACIO FOUR-LEG INTERSECTION
__________________________________________________________
__________________________________________________________
Abuela, Myra G. Engr. Bernadeth V. Dapun
Adam, Yossef A. Highway Engineering
Omar, Ebrahim A. CENG 412
INTERPRETATION OF RESULTS
 Performance Measures
At the movement 4 (v4) in which, based on the calculations, all the
vehicles are going through traffic (directed to Davao City on the geometric
sketch), it resulted to have a level of service of A (LOS A). This is the highest
quality of service that can be achieved. Motorists and other vehicular
drivers are able to travel at their desired speed. It only means that a vehicle
may be held up in that lane for 8.1 seconds or any less but not beyond it.
Movement 1 (v1) has achieved a level of service of A (LOS A).
Along this movement, all vehicles and trucks are bound to direction of
Cotabato City (as based on geometric sketch). It shows that drivers may be
stopped in the designated lane by not more than 8 seconds.
Movements 10, 11, 12 (v10, v11, v12) in which all vehicles are
generally from Bonifacio Street has served at a level of service of D (LOS
D). This actually reveals that the flow is unstable and passing maneuvers
are difficult. As observed, left-turning movement, most especially, finds time
stay at any longer before passing through the direction.
 General Analysis of Level of Service achieved
Since the minor-street approach going to USM Avenue is a one-
way entrance, the left turning movements from v4 and v3 do not take time to
go through because the control delay is not as high as other movements. All
through movements (v2,v5, and v11). The magnitude of impedance of all
movements depends on the probability that the major-street left-turning
vehicles will be waiting for an acceptable gap since this four-leg intersection
is one-stage gap. This is reflected by the left-turning movements: v1, and v10
as they may be impeded on lane because of the through movements which
are the high-priority movements.
 Parking on Lanes and Road Shoulder
Inevitably, vehicles park on the sideways. However, it seems that
only few tend to do it since drivers have already perceived it as unsignalized
intersection. Though some park, but they don’t affect the flow of the traffic.

8. USM-BONIFACIO FOUR-LEG INTERSECTION
__________________________________________________________
__________________________________________________________
Abuela, Myra G. Engr. Bernadeth V. Dapun
Adam, Yossef A. Highway Engineering
Omar, Ebrahim A. CENG 412
They usually park on the minor-street where the flow rate is less than that of
four-lane major-street. Generally, parking on lane and on the road shoulder
has a low movement and potential capacity to affect the traffic volume
passing by. In other words, vehicles are not expected to incur delay or
slowing as vehicles on different movements travel through the four-leg
intersection.
 Newly constructed Island on Traffic Effects
The construction of highway islands has not yet reached the USM-
Bonifacio Intersection. But this draws effect on the flow of traffic in the said
intersection. In this intersection, it is not necessarily needed to construct an
island here because it may not serve the traffic and can cause slow
movement of traffic instead. On this view, roundabouts may be designed to
yield control at each approach and separate the conflicting traffics.
However, because of some factors affecting on its construction, this seems to
be elusive.
Sharing of lane is tangible. The opposing traffic lane is shared by
going through traffic. At time before this intersection, vehicles encounter the
newly constructed islands which separate the traffic but approaching this
intersection can no longer sustain traffic influence of the island because they
tend to share lanes.
 General Conclusion of Traffic Flow
Resulted from the analysis of this four-leg intersection, its level of
service is highly appreciable for this means traffic flow rate is not heavy and
congested. The control delay is generally observed to be small as to cause
traffic impedance.
Basically, the vehicles mainly using this intersection has been
classified and are noticed that less number of large trucks pass by, usually
passenger bus, trailers and other trucks, because they usually cause traffic
impact. Great percentages of vehicles utilizing this are the tricycles and the
two-axle trucks.