Operational Performance Analysis of Median U-Turn Intersections As A Traffic Control Facility in

Operational Performance Analysis of Median
U-Turn Intersections as Traffic Control Facility in

EDSA from Monumento to Balintawak
By
Eddie T. Choa
Bryan Allen J. Jose
Roel S. Malaqui
Submitted to the School of Civil, Environmental, and Geological Engineering
In Partial Fulfillment of the Requirements

For the Degree of Bachelor of Science in Civil Engineering
Mapa Institute of Technology

December 2014
i
ACKNOWLEDGEMENT
We would like to give our full gratitude to our almighty God for giving us the
wisdom and strength to make this study possible. We would also like to express our
deepest appreciation to our thesis adviser, Engr. Riches Bacero, in which he served as
a guide for us to do our research appropriately and everything that we do would be in
the right path. He also provided encouragement for us to create this study whole
heartedly. We also want to thank Engr. Roma S. Galang, Engr. Divina R. Gonzales
and, Engr. Eduardo F. Villamor for serving as our panel even at hardship. They told us
the things that needed to be revised, their advices and suggestions were significantly
valued.
This study is sponsored by the Philippine Institute of Civil Engineers (PICE).
The support provided by the PICE is greatly appreciated. We would like to thank the
Metropolitan Manila Development Authority (MMDA) and Department of Public
Works and Highway (DPWH) for providing us some of the data needed for this study.
We would also like to thank our friends for their technical support in helping us
conduct the surveys and analyze data regarding our traffic operations data. Lastly, we
would like to extend our outmost thanks to our parents for giving us continuous support
and inspiration.
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TABLE OF CONTENTS
TITLE PAGE ...................................................................................................................... i
APPROVAL SHEET ......................................................................................................... ii
ACKNOWLEDGMENT ................................................................................................... iv
TABLE OF CONTENTS ....................................................................................................v
LIST OF TABLES ........................................................................................................... vii
LIST OF FIGURES ........................................................................................................ viii
ABSTRACT ........................................................................................................................x
CHAPTER 1: INTRODUCTION ........................................................................................1
1.1 Background of the Study ....................................................................................... 1
1.2 Research Problem ................................................................................................... 2
1.3 Objectives of the Study .......................................................................................... 2
1.4 Significance of the Study ....................................................................................... 3
1.6 Scope and Limitation.............................................................................................. 4
CHAPTER 2: REVIEW OF RELATED LITERATURE ....................................................5
2.1 Median U-Turn Intersection .................................................................................. 5
2.2 Design of U-turns.................................................................................................... 6
2.3 Traffic Flow Analysis for Median Openings ...................................................... 7
2.4 Delay and Travel Time .......................................................................................... 8
2.5 Median and Roadway Width to Facilitate U-turns ........................................... 10
2.6 Measuring Delay ................................................................................................... 11
2.7 Capacity of Non-signalized U-Turn Lanes........................................................ 12
2.8 Evaluation of Delay on Unsignalized Intersections ......................................... 13
CHAPTER 3: METHODOLOGY .....................................................................................14
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3.1 Research Framework ............................................................................................ 14
3.2 Overview ................................................................................................................ 14
3.3 Location ................................................................................................................. 15
3.4 Population/Sample ................................................................................................ 18
3.5 Sampling Day and Time ...................................................................................... 18
3.6 Research Instrument and Design ........................................................................ 19
3.7 Traffic Analysis..................................................................................................... 20
3.8 Data from Recordings .......................................................................................... 20
3.9 Data Analysis ........................................................................................................ 21
CHAPTER 4: RESULTS AND DISCUSSION .................................................................23
4.1 Introduction ........................................................................................................... 23
4.2 Traffic Operations Data ....................................................................................... 23
4.3 General Tinio U-turn Slot .................................................................................... 25
4.4 General Malvar U-Turn Slot ............................................................................... 32
4.5 Balintawak U-Turn Slot ....................................................................................... 39
CHAPTER 5: CONCLUSION AND RECOMMENDATION .........................................46
5.1 Introduction ........................................................................................................... 46
5.2 Conclusion ............................................................................................................. 46
5.3 Recommendation .................................................................................................. 48
REFERENCES ..................................................................................................................49
APPENDICES ...................................................................................................................50
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LIST OF TABLES
Table 2-1 Direct Left-turn Delay (Gluck et al., 1999) .................................................9
Table 2-2 Minimum Median Widths to Accommodate

U-turns (AASHTO, 2001) .........................................................................11
Table 4-1 General Information of the U-turn Slots ....................................................24
Table 4-2 Data Ranges and Statistical Characteristics for General

Tinio U-turn Slot ........................................................................................25
Table 4-3 Correlation Matrix for General Tinio U-turn Slot .....................................25
Table 4-4 Regression Results for General Tinio U-turn Slot .....................................26
Table 4-5 Data Ranges and Statistical Characteristics for General

Malvar U-turn Slot .....................................................................................32
Table 4-6 Correlation Matrix for General Malvar U-turn Slot ..................................32
Table 4-7 Regression Results for the General Malvar U-turn Slot ............................33
Table 4-8 Data Ranges and Statistical Characteristics for

Balintawak U-turn Slot ..............................................................................39
Table 4-9 Correlation Matrix for Balintawak U-turn Slot .........................................39
Table 4-10 Regression Results for the Balintawak U-turn Slot ...................................40
Table A-1 Raw Traffic Operations Data for Gen. Tinio U-turn Slot ..........................50
Table A-2 Raw Traffic Operations Data for Gen. Malvar U-turn Slot .......................51
Table A-3 Raw Traffic Operations Data for Balintawak U-turn Slot .........................52
Table A-4 Resulting Data of Predicted Delay and Residuals for

Gen. Tinio U-turn Slot ...............................................................................53

Gen. Malvar U-turn Slot ............................................................................54

Balintawak U-turn Slot ..............................................................................55
Table A-7 Delay Model Development Table for Gen. Tinio U-turn Slot ...................56
Table A-8 Delay Model Development Table for Gen. Malvar U-turn Slot ................57
Table A-9 Delay Model Development Table for Balintawak U-turn Slot ..................58
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List of Figures
Figure 3-1 Map of EDSA: Caloocan Part ....................................................................15

Figure 3-2 Photo of General Tinio U-Turn Slot ..........................................................16
Figure 3-3 Photo of General Malvar U-Turn Slot .......................................................16
Figure 3-4 Map of EDSA: Balintawak Part .................................................................17
Figure 3-5 Photo of Balintawak U-Turn Slot ..............................................................17
Figure 4-1 Line Fit Plots of U-Turning Volume versus Average

Delay for Gen. Tinio U-Turn Slot..............................................................27
Figure 4-2 Line Fit Plots of Conflicting Volume versus Average

Delay for Gen. Tinio U-Turn Slot..............................................................27
Figure 4-3 Residual Plot of U-Turning Traffic Volume for

Gen. Tinio U-Turn Slot ..............................................................................28
Figure 4-4 Residual Plot of Conflicting Traffic Volume for

Figure 4-5 Graph of Predicted Turning Delay vs Measured

Turning Delay for Gen. Tinio U-Turn Slot ................................................29
Figure 4-6 Graph of Developed Delay Model Equation for

Delay for Gen. Malvar U-Turn Slot ...........................................................34

Delay for Gen. Malvar U-Turn Slot ...........................................................34

Gen. Malvar U-Turn Slot ...........................................................................35


Turning Delay for Gen. Malvar U-Turn Slot .............................................36

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Delay for Balintawak U-Turn Slot .............................................................41

Delay for Balintawak U-Turn Slot .............................................................41

Balintawak U-Turn Slot .............................................................................42

Turning Delay for Balintawak U-Turn Slot ...............................................43

Figure A-1 Severe Blockage of the Gen. Tinio U-Turn Slot

Caused by The Queuing Vehicles ..............................................................59
Figure A-2 A Vehicle Unable to Traverse the Gen. Tinio U-Turn

Slot Because of Queuing Vehicles .............................................................59
Figure A-3 A Truck Making a Turn at Gen. Malvar U-Turn Slot................................60
Figure A-4 An 18-Wheeler Truck Making a U-Turn Guided

by an MMDA Traffic Enforcer ..................................................................60
Figure A-5 Jeepneys Weaving Towards the Outer Lane from the
U-Turn Taking a Greater Turning Radius .................................................61
Figure A-6 A Vehicle Desiring to Turn Left Uses Median

U-Turn Intersection at Gen. Malvar...........................................................62
Figure A-7 A Car in Through Traffic Moving and Blocking the
Queuing Lane of the U-Turn......................................................................63
Figure A-8 Photo of Median U-Turn Taken at Balintawak..........................................64
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ABSTRACT
In metro manila, Traffic congestion is one of the major problems to be solved.
A trip that takes 25 minutes would probably last an hour or more especially during peak
hours. Traffic congestion occur due to various cases such as accidents, jay walking,
violation of traffic regulations, improper placement of median U-turn intersections,
illegal parking. One of the solutions to alleviate traffic congestion was the
implementation of the U-turn slots along Metro Manila. U-turn slots were used as
traffic control facilities that are only suitable for a certain number of vehicles to
establish their turns. However, if the number of vehicles meet or exceed the
requirement for these turns, it causes traffic congestion from all directions. The primary
objective of the study is to analyze the operational performance of Median U-turn
Intersection as a traffic control facility in EDSA from Monumento to Balintawak. To
achieve the objectives, traffic operation data were collected and field measurements
were conducted on three consecutive U-turn slots. The study shall help determine the
operational performance of U-turn slots and evaluate whether the said U-turn are
effective. The data obtained will be used to create a regression model, a practical chart
that could help traffic engineers in estimating the U-turn slot treatment in turning traffic
delay as a function of the turning traffic volume for different levels of conflicting traffic
volumes. This study will also guide the authorities on traffic management and civil
engineers to provide solutions on alleviating heavy traffic with the developed model
and proposed recommendations for the U-turn slots.
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CHAPTER 1
INTRODUCTION
1.1 Background of the Study
Metro Manila is well-known for its traffic jams with trips averaging at speeds as
low as 7-10 kilometers per hour. A trip that normally takes 25 minutes will last an hour or
more especially during peak hours. As a result, the Metropolitan Manila Development
Authority (MMDA) has implemented various projects to alleviate traffic congestion. The
implementation of the U-turn slots along Metro Manila started during the term of Bayani
Fernando as part of the agencys actions to improve the flow of traffic. The comprehensive
application of the scheme resulted in shutting down of many intersections and the
suspension of traffic signal operations in support of the system of median openings.
From an engineers analytical perspective, these U-turn slots are valuable because it
keeps the flow of traffic moving. Cars dont need to stop at intersections so its more
convenient for motorists who would go through and not make a turn. The concept of U-
turn as a substitute to direct left turn movement is a relatively innovative approach and has
only been recently implemented in numerous locations. Depending on the design this
eradicates either all the left turn movements at an intersection or only left turns onto
arterials from cross streets. In highway engineering, we use U-turns as traffic control
facilities; these involve definite number of vehicles to establish these turns. However, if
the number of vehicles meets or exceeds the requirement for these turns, it causes traffic
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congestion from all directions. This research aims to analyze the operational performance
of Median U-turns and propose solutions to alleviate traffic congestion.
1.2 Research Problem
Recently, there has been an increase in traffic congestion in Metro Manila due to
various cases such as accidents, jay walking, violation of traffic regulations, improper
placement of median U-turns, illegal parking, etc. Since traffic congestion is regular in
EDSA, one of the major road arteries in Metro Manila, this transportation project not only
calls for an alternative solution for transport, but also needs a routine change of the
commuters.
Traffic congestion is one of the major problems that Metro Manila is facing.
U-turn slots are supposed to help with the traffic flow but in some cases these
become the cause of traffic congestion such as improper positioning of U-turn
slots can cause road hazard.
U-turns are only good for a certain traffic volume but are not effective in all
situations.
There are a number of U-turn slots implemented around Metro Manila that
needs to be evaluated and improved.
1.3 Objectives of the Study
The goal of this research is to analyze and evaluate the operational performance of
Median U-turn Intersection as a traffic control facility in EDSA from Monumento to

3
Balintawak. In relation to this result, the evaluation for effectiveness of U-turn slots could
be addressed. Specifically, the objectives of this study consisted of the following parts.
To analyze the characteristics of traffic volume and its relationship with traffic
delay on Median U-turn intersections by model development.
To discuss information on the effectiveness of Median U-turn Intersections on
traffic flow.
To provide valid conclusions and possible recommendations on the
improvement of U-turn slots for better utilization and alleviation of traffic
situations.
1.4 Significance of the Study
Based on an interview with MMDA Chairman Francis Tolentino, the agency is
examining the recent effects of U-turn slots in Metro Manila and evaluating whether these
were still essential under the present traffic situations. He gave an explanation that the U-
turn slots were implemented because there was a necessity for them at that time because of
the heavy traffic conditions although these were not intended to be permanent.
This study has implications on the evaluation of U-turn slots based on what the
MMDA is continuously conducting. The study is able to help determine the operational
performance of U-turn slots and evaluate whether the said U-turns are effective. This study
is also a guide for authorities on traffic management and Civil Engineers to provide
solutions on alleviating heavy traffic with the developed model and proposed
4
recommendations for the U-turn slots. This study is significant because there is a need for
sustainable development plan on U-turn slots along EDSA.
1.6 Scope and Limitation
The coverage of this study includes the analysis of operational performance of
Median U-turn Intersections by measuring traffic analysis parameters such as traffic
volumes, travel time and traffic flow delay that motorists experience when taking the U-
turn slots. There are measures of effectiveness that was evaluated such as the effectiveness
criterion depends on the flow of convenience. The study does not include the analysis of
accidents in U-turn slots as well as the weaving conditions because it solely focuses on
analyzing the relationship of traffic volumes and the experienced turning delay on the U-
turn slots. In addition, the study does not include proposal designs for Median U-turn
Intersections. The on-site survey focuses mainly on motorist utilizing the U-turn slot and
passing along it. The population samples of vehicles that was measured for travel time and
delay are passenger cars, vans, trucks and buses. The location of the study is at North EDSA
highway specifically the Median U-turn intersections between Monumento to Balintawak.
The detailed scope and limitations of the study is further discussed in the methodology of
the study.
CHAPTER 2
REVIEW OF RELATED LITERATURE
2.1 Median U-Turn Intersection
Turning movements have an impact on intersection safety and effectiveness,
making left turns the major design factor in intersection development and design.
Traditional left-turn lanes are not always possible or able to sufficiently answer congestion
problems at various intersections. Innovative intersections have been developed to handle
turning vehicles in a way that interrupts the through traffic as little as possible. The Median
U-turn (MUT) intersection channels all traffic, except right-turning vehicles, through the
primary intersection. The traffic needs to turn left does so through U-turn openings in the
median ahead of the primary intersection. Removing the left turn at the main intersection
make things easier for signal timings and provides more green time and a smaller amount
of congestion to the major direction. (Federal Highway Administration, McLean, VA.
2010)
The principle of the MUT is to develop traffic flow at intersection locations,
principally for through traffic. This type of intersection design is normally used as a
corridor enhancement for high-speed and median divided roadways with restrained levels
of left turns on both the major and minor roadway. An MUT intersection works paramount
to substitute typical intersections that have a high through volumes and moderate left turn
5
6
counts. Intersections that are seriously congested because of signal timing delays caused
by left turn are also excellent candidates for this treatment. (Crawford, J.A., 2011)
Median U-Turn intersection designs can result in conditions in which there are
several right turns and a great amount of weaving from the right-side to the left-side of the
road, disturbing the general traffic flow. The MUT design can also cause vehicles to pass
through the same intersection more than once, generating possible confusion and needless
trips over the same road. The MUT design requires more right-of-way to accommodate the
turning radii of heavy vehicles.
2.2 Design of U-turns
In the design of intersections with cross streets, stipulation may be created for
U-Turns for such design. Openings in the medians may be provided for such turns at points
between intersections. To alleviate the burden of undesirable travel distance openings
should be about one fourth mile apart on average.
For an appropriate design of U-Turns, the Metro Manila Traffic Engineering
and Management Project Ministry of Public Highways indicated that one requirement is
that the width of the highway, including the median, be adequate enough to permit the turn
to be made without encroachment outside the outer edges of the pavement. To authorize
the turn to be made from the lane next to the median then to the lane nearest the shoulder
in the roadway for opposing traffic, the median should be adequately wide.
7
Based on Geometric Design Standards for Canadian Roads and Streets, Roads
and Transportation Association of Canada (RTAC), the locations where separate U-Turn
Median Openings may fit areas, follow:
Further than an intersection for accommodating minor turning movements not
otherwise provided in the intersection.
Just ahead an intersection where through and other turning movements would be
obstructed with by U-Turn movements.
In conjunction with entrances where traffic is not allowed to cross the major
highway but instead is required to turn right, go through the traffic flow, weave to
the left, U-turn and return.
Where regularly spaced openings facilitate maintenance operations, policing, and
repair service of stalled vehicles, etc.
On highways lacking control of access where median openings at optimal spacing
and locations are provided to serve existing frontage developments and at the same
time minimize pressure for future median openings.
2.3 Traffic Flow Analysis for Median Openings
Median openings approximate the behavior of roundabouts. Median Openings
provide evidence to be significant in minimizing conflict points in a road section. The
modification of some signalized intersections to Median Openings proved to be successful
for some road sections in terms of controlling the traffic flow for the section, according to
the study by Caracas, D. and Tabernilla W. in 2004, they concluded that the
Commonwealth University Avenue U-Turn slot has shown properties that of ideal and
8
further proved the applicability of the modification of signalized intersections into median
openings of the whole stretch of Commonwealth Avenue and also some other major road
networks having the same characteristics.
2.4 Delay and Travel Time
Delay and travel time are significant measures of effectiveness for traffic
operations. In practice, motorists frequently oppose being bound to make a right-turn
followed by a U-turn due to the perception that it may result in longer delay at U-turn
locations, or longer travel time due to the additional traveling distances. A number of
studies have been conducted to evaluate the delay and travel time for direct left-turns and
right-turns followed by U-turns.
In 2006 Gluck and other researchers developed and calibrated an analytical model
to estimate the travel time savings when non-signalized left-turns are diverted for various
distances. The major findings of that study consist of the following:
(1) A right turn followed by a U-turn (RTUT) will require up to one minute of travel
time, assuming a diversion distance of about 1,320 ft.
(2) A single-stage left-turn exit (where medians are too narrow to safely store two
or more vehicles) will involve the following delays (not including acceleration
times), as shown in the table. The values indicate that when arterial traffic exceeds
375 to 500 vehicles per hour per lane on a four-lane facility the computed delays
would surpass those associated with the right turn/U-turn movement.

9
Volume (Veh/hr)
Major Street (Two Delay per Vehicle (s)
Left Turn Exit
Directions)
1,000 50 20
1,000 100 25
2,000 50 200
2,000 100 530
Table 2-1: Direct Left-turn Delay (Gluck et al., 1999)
(3) The two-stage left turn process, where medians can securely store waiting
vehicles, reduces delays to left-turning traffic. Nonetheless, this process still results
in long delays to left-turning vehicles when the volumes on the major street are
relatively high or more than 2,000 vehicles per hour and the left turns exceeds 50
vehicles per hour. In these cases, even with considerable circuitry (1,320 ft or 420m
from the access drive to the U-turn median opening, or 0.5 miles of addition time
travel) the right turn followed by a U-turn involves less time than calculated left-
turn egress movements under moderate to high volumes.
Vehicle delay and travel time are important measures of effectiveness for
traffic operational performance. There are many different definitions for vehicle
delay. In the 29 second edition of the Traffic Engineering, the most frequently used
definitions of delay include (Roess et al., 1998):
1. Stopped Time Delay: Stopped time delay is defined as the time a vehicle is
stopped while waiting to pass through the intersection.
2. Approach Delay: Approach delay includes stopped time, but also includes
the time lost when a vehicle decelerates from its ambient speed to a stop, as
well as while accelerating from the stop back to its ambient speed.
10
Sometimes it is very difficult to measure decelerate delay in the field
without sophisticated tracking equipment.
3. Travel Time Delay: Travel time delay is defined as the difference between
the drivers desired total time to traverse the intersection and the actual time
required to traverse it.
2.5 Median and Roadway Width to Facilitate U-turns
The minimum roadway and median width necessary to facilitate U-turning vehicles
are major factors in the determination of whether U-turn movements can be allowed at a
median opening or a signalized intersection. The AASHTO Green Book (A Policy on
Geometric Design of Highways and Streets) include various guidelines on the relationship
between median width and U-turn maneuvers. As indicated in the AASHTO Green Book,
medians of 5 meters (16 ft) and 15 meters (50 ft) or wider are needed to authorize passenger
car and single-unit truck traffic, respectively, to turn from the inner lane (next to the
median) on one roadway to the outer lane of a two-lane opposing roadway. Moreover, a
median left-turn lane is highly desirable in advance of the U-turn opening to remove
stopping on the through lane. This scheme would increase the median width by
approximately 3.6 metes (12 ft) (AASHTO, 2001). The minimum widths of medians to
accommodate U-turns by different design vehicles turning from the lane adjacent to the
median are shown in the figure.

11
Figure 2-2.Minimum Median Widths to Accommodate U-turns (AASHTO, 2001)
2.6 Measuring Delay
In the Highway Capacity Manual, control delay is used as the criteria for
determining the level of service for both signalized intersections and non-signalized
intersections. In HCM, the total delay was defined as the difference between the travel
time actually experienced and the reference travel time that would result during base
conditions, in the absence of incident, control, traffic, or geometric delay. Control delay
was defined as the proportion of total delay that can be attributed to control measures.
Control delay includes initial deceleration delay, queue move-up time, stopped delay, and
final acceleration delay. With respect to field measurements, control delay is defined as the
total elapsed time from the time a vehicle stops at the end of the queue to the time the
vehicle departs from the stop line (TRB, 2000).
The Highway Capacity Manual (HCM) characterized delay as the additional travel
time experienced by a driver, passenger, or pedestrian. Delay can also be defined as the
difference between the actual travel time and the ideal travel time. Delay is not always
12
directly measurable in the field because the classification of delay depends on an ideal
travel time that is hypothetical. The calculated delay is the difference between the actual
measured travel time during the peak period and the actual measured travel time during the
off-peak period if the ideal travel time is defined as the off-peak travel time. However, if
the ideal travel time is defined as travel at the posted speed limit, then the delay is unable
to be directly measured in the field. It can be computed by subtracting the hypothetical
travel time at the posted speed limit from the measured on-site mean travel time.
2.7 Capacity of Non-signalized U-Turn Lanes
The Highway Capacity Manual 2000 (HCM) treats U-turns as left turns for
estimation of saturation flow rate. On the other hand, the operational effects of U-turns and
left turns are not similar. Left-turning vehicles have higher turning speeds than U-turning
vehicles. Hashem Al-Masaeid, a professor of Civil Engineering in Jordan University of
Science and Technology, calculated the capacity of U turns at non-signalized intersections
as a function of the conflicting traffic flow on two opposing through lanes for median-
divided highway. He developed regression equations to predict the U-turn capacity based
on the conflicting flows on two opposing through lanes. The equations of the regression
models are shown as follows:
qc
( )
C=1545-790e 3600
Where C represents the capacity of U-turn movement at a median opening (veh/hr),
and qc represents the conflicting traffic flow (veh/hr).
qc
( )
TD=6.6e 1200
13
Where TD represents the average total delay for U-turning vehicles at a median
opening, and qc represents the conflicting traffic flow (veh/hr).
Al-Masaeid also estimated the move-up time and critical gap for U-turns and
utilized them to calculate capacity on the basis of the Highway Capacity Manual 1994
Edition. The author evaluated the results of regression model and gap acceptance model
and concluded that the gap acceptance model provided rational results for estimating the
capacity of U-turns.
2.8 Evaluation of Delay on Unsignalized Intersections
In this study, empirical models of capacity and delay and warrant for signalization
or improvement had been developed for some types of two-way stop-controlled
intersection. The capacity model states that the maximum flow of the minor street is a
function of the total conflicting flow. The delay model states that at 100-vph reserve
capacity, the average service time tends to remain at a nearly constant level and average
service time is a function of total conflicting flow and reserved capacity being fixed. The
delay-based warrant states that the intersection is efficient at a combination below the curve
of the capacity minus the threshold value of 100-vph reserved capacity. (Baid 1996)
Baid study also concludes that at a constant reserved capacity of 100 vph, the delay
at urban unsignalized intersection in the country tends to remain constant beyond which
the said intersection is saturated. Also, the use of values of critical gap in the US HCM for
local situation in the country will overestimate intersection capacity and the local drivers
capability of accepting safe gap for maneuver except for some type of intersection. Lastly,
the use of the MUTCD warrant for signalization will overestimate the efficiency of the
local intersection.
CHAPTER 3
METHODOLOGY
3.1 Research Framework
Setting up parameters:
Start Planning and
(Location/Time/
Research
Population)
Data Gathering: Initial walkthrough:

Results
Investigation (Interview/Traffic (Ocular Visit/Site
Operations) Investigation)
Conclusion/
Result Evaluation End
Recommendation
3.2 Overview
This chapter discusses the different methods utilized by the researchers in order to
acquire results of the study. The location of the study, the materials that was used in order
to aquire the data needed, it also discusses the process on how the data was evaluated, the
population sample of vehicles that is to be examined, the research framework whichshows
the step by step process of the whole study and lastly the data analysis
14
15
3.3 Location
The site of the study is mainly focused on the U-turn slots at the span of Epifanio
de los Santos Avenue (EDSA) particularly between Monumento to Balintawak. It is a 12-
lane multilane divided highway. A total of three U-turn slots have been evaluated in the
area. The first and second U-turn slots are located within the vicinity of Caloocan while
the third U-turn slot is located within the vicinity of Balintawak. The researchers believe
that this particular location is best for the study because it has a suitable amount of U-turn
slots and the said area is always prone to traffic congestion especially during peak hours.
Figure 3-1. Map of EDSA: Caloocan Part
The location of 1st U-turn Slot is near General Tinio Footbridge as indicated by the
blue oval while the 2nd U-turn Slot is located directly below General Malvar Footbridge as
indicated by the red oval.

16
Figure 3-2. Photo of the 1st U-turn Slot Taken from Gen. Tinio Footbridge
Figure 3-3. Photo of the 2nd U-turn Slot Taken from Gen. Malvar Footbridge
17
Figure 3-4. Map of EDSA: Balintawak Part
The photo below in Figure 3-5 indicates the location of the 3rd U-turn Slot which
is across from a Shell Gasoline Station.
Figure 3-5. Photo of the 3rd U-turn Slot Taken from the South Bound Lane of EDSA
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3.4 Population/Sample
The survey is done by counting vehicles. The researchers considered the fact that
there are various kind of vehicles taking the U-turn Slot such as motorcycles, tricycles,
passenger cars, vans, trucks and buses. It was decided that the study is mainly focused on
4-wheeled vehicles and above which are utilizing and passing along the slot. The study is
neglecting vehicles such as motorcycles because of their insignificant size and tricycles
because it was observed that it had a low occurrence. The number of vehicles passing along
the U-turn slot is called the Through/Conflicting Traffic Volume while the number of
vehicles utilizing the U-turn slot is called the U-turn Traffic Volume.
3.5 Sampling Day and Time
In order to collect traffic operations data, extensive field measurements were
conducted. A total of 30 hours of traffic operations data was collected, 10 hours for each
U-turn Slot. The survey was conducted during weekdays mainly during the morning and
evening peak traffic hours which is around 7:00 am to 10:00 am and 5:00 pm to 8:00 pm
respectively. The survey also includes noon or off peak hours which is around 12:00 pm to
3:00 pm but it has less traffic operations data. The researchers believe that the indicated
day and time is the most effective parameter in order to gather substantial traffic operations
data because the traffic congestion during the indicated periods is to be expected. Therefore
this is when the U-turn slots will be utilized by motorist the most. Traffic operations data
were not collected during inclement weather, flood or unusual traffic conditions on the
road.
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3.6 Research Instrument and Design
The researchers collected traffic operations data with the use of a video camera and
tripod. The video camera must record a view that shows the through or conflicting traffic
volume and U-turn traffic volume. Video camera on the first U-turn slot was set up at
General Tinio Footbridge; the sight is overlooking the U-turn slot and has an adequate
viewing height therefore it is a great area for survey. On the second U-turn slot, the video
camera was set up at General Malvar Footbridge; the sight is also overlooking the U-turn
slot and has an adequate viewing height. The third U-turn slot was recorded at the side of
the south bound lane of EDSA in a parking lot. To achieve an adequate viewing height, the
video camera and tripod was set up on top of a car.
The researchers made use of another method called Floating Car Technique. It is
one of the most common travel-time collection technique employed to date. This technique
consists of hiring a driver and vehicle to drive a vehicle along a preselected route and
measuring the elapsed time and distance traversed. The driver is instructed to pass as many
vehicles as pass him or her so that the vehicle is in effect driving at the median speed of
traffic. (Federal Highway Administration 2013). Another person will accompany the driver
to record the travel time and distance travelled to collect traffic operations data. Although
this technique is used most commonly on arterial roads, the researchers tested it for
traversing U-turn slots. The car used in this survey is owned by one the researchers who is
also the designated driver. The car is driven at base conditions which means it is done in
the absence of incident, control, traffic, or geometric delay. This technique was used to
determine the ideal travel time of a vehicle that utilizes the U-turn slot, it was done during
midnight with multiple test runs to avoid infractions.

20
The ideal travel time is the hypothetical travel time that the researchers calculated
based on the test runs which means that it varies for the three different U-turn slots
evaluated. Also, the researchers were able to gather traffic operations data from traffic
institutions such as MMDA and DPWH on the said location for extensive range of data
collection.
3.7 Traffic Analysis
The study sites and data collection periods were chosen carefully to cover different
ranges of data for traffic volumes, travel time and delay to increase the validity of the
developed models. The researchers have gathered the following parameters as quantitative
data. The following are measures of effectiveness and tools to analyze traffic flow to
evaluate the operational performance of U-turn slots:
Average Travel Time
Average Delay
Volume of Traffic
Traffic Speed
Geometric Characteristics
3.8 Data from Recordings
Delay and travel time data were measured on each of the 3 U-turn slots along EDSA.
Video cameras were setup in the field to record traffic data. The traffic operations data
collected is in the span of 10 hours per U-turn slot for a total of 30 hours of traffic data.
The recorded videos were later reviewed in the workroom. From these video files, each
vehicle approaching on the highway passing along the U-turn slot and vehicles taking the
21
U-turn slot was counted manually. The following parameters were gathered while
reviewing the recorded videos:
1. Traffic Volumes: The major-road through and opposing traffic volume which
is the number of vehicles passing along the slot and not using it. Both of the six
south and six north bound lanes of EDSA are considered. U-turn traffic volume
is also counted manually, these are the vehicles utilizing the U-turn slot.
2. Travel Time: This is the time it took for a vehicle to traverse across a U-turn
slot completely, from the time it decelerates to take the turn and accelerates to
pass through the slot.
3. Delay: It is the excessive travel time a vehicle experience while taking the U-
turn slot. This is calculated by subtracting the ideal turning travel time and the
actual turning travel time.
The reduction of field data was based on a fifteen-minute time interval which is
consistent with the Highway Capacity Manual procedures. In each time interval, the traffic
volume, average delay and average travel time for vehicles making the U-turn were
calculated.
3.9 Data Analysis
The traffic operations data was reviewed and then analyzed by the researchers
carefully. It was done by inputting the calculated data such as the traffic volume, travel
time and delay in Microsoft Excel. Creating a regression model or equation relating traffic
volume and delay is one of the key factors of this study. The 15-minute time interval was
adopted for model development in this study to be consistent with the Highway Capacity
Manual procedures. The researchers conducted a model development by using correlation

22
matrices and regression using Microsoft Excel in order to determine the statistical
relationship of these variables. From the regression results, it can be determined if the data
are significantly related with each other. The resulting data was then tabulated and
presented graphically with the use of relationship charts. Significant differences in the data
regarding the observed parameters were assessed. The findings was evaluated to come up
with valid conclusions and possible recommendations to be discussed in the following
chapters
CHAPTER 4
RESULTS AND DISCUSSION
4.1 Introduction
This chapter summarizes the detailed efforts of data collection and data analysis by
the researchers. During the span of September to November in the year 2014, the research
team spent a tremendous amount of time collecting traffic operations data. There are
different kinds of data collected such as, traffic operations data from surveys, data from
traffic institutions and observations of the researchers. In order to collect the substantial
data needed, extensive field measurements were conducted on the 3 U-turn slots in EDSA,
a 12-lane multilane highway ranging from Monumento to Balintawak with a total of 30
hours of traffic operations data, 10 hours for each U-turn slot. These U-turn slots were
selected based on the circumstances that their location is prone to traffic congestion.
4.2 Traffic Operations Data
The conflicting traffic volume and the U-turning traffic volume was manually
counted by the researchers by reviewing the recorded videos. The U-turning travel time
was recorded by timing each vehicles that utilizes the slot from a certain point when a
vehicle decelerates to take the U-turn slot and accelerates to fully traverse it. The average
U-turning delay was calculated by subtracting the actual turning travel time with the ideal
turning travel time. The ideal travel time was obtained by the floating car technique. The
geometric characteristics of the U-turn slot was also measured by the researchers in the
field.
23
24
Table 4-1. General information of the U-turn slots.
Ave. Through Ave. Ideal

Opening Opening
U-turn Slot Traffic Speed Turning Travel
Width (m) Length (m)
(km/h) Time (s)
General Tinio
5.5 11 35.68 7.13
U-turn Slot
General Malvar
5.5 14 35.68 7.35
U-turn Slot
Balintawak
5.5 12 35.68 7.22
U-turn Slot
As indicated in the Table 4.1, the geometric characteristics for the 3 observed U-
turn slots are shown. The researchers measured the geometric characteristics in the field
and found out that each U-turn slots has similar median width of 5.5 meters but it varies
on the opening length. The U-turn slot on Balintawak has a median opening length of 12m.
The U-turn slot which has the narrowest median opening length is the one near General
Tinio Footbridge with 11 meters while the U-turn slot below General Malvar Footbridge
has the widest median opening length of 14 meters. The average through traffic speed
values were gathered from the traffic operations data of the Metropolitan Manila
Development Authority (MMDA) on their travel time survey by car along EDSA. The
survey was conducted on January 2014 and has the average value of 35.68 km/h.
The data for the average ideal turning travel time with the values of 7.13, 7.35 and
7.22 for the respective U-turn slots were gathered with the use of the floating car technique.
25
The car used in this survey is owned by one the researchers who is also the designated
driver. The car is driven at base conditions which means it is done in the absence of
incident, control, traffic, or geometric delay. To simulate this kind of environment the
survey was done at the middle of the night around 12:00 am.
4.3 General Tinio U-turn Slot
Table 4-2.Data ranges and their statistical characteristics using a 15-minute time
interval.
Variable Symbol Mean St. Dev. Min. Max.

Average U-turn Delay (s) 10.16 2.53 7.01 15.58
U-turning Volume (veh) 61.53 8.48 51 79
Conflicting Volume (veh) 553.88 35.28 484 619
The descriptive statistics of the variables can be seen in Table 4-2. All of the
tabulated data were gathered from 32 observations with 15-minute time intervals. It
includes the minimum, maximum, standard deviation and the average values of conflicting
traffic volume, U-turning traffic volume and the average turning delay.
Table 4-3. Correlation Matrix for the model variables using a 15-minute time interval.
Conflicting U-turning Average Delay
Volume ( ) Volume ( ) ( )
Conflicting Volume ( ) 1 0.646830 0.769276
U-turning Volume ( ) 0.646830 1 0.769276
Average U-Turn Delay
0.769276 0.674467 1
(Da)
The correlation coefficients are the measure of the strength of the linear
relationship between two variables. The correlation matrix as can be seen from Table 4-3
shows a high linear association between the conflicting traffic volume and the average
26
turning delay, with a correlation coefficient of 0.769 and a relatively less linear association
with the turning traffic volume, with a correlation coefficient of 0.674. Also, the conflicting
traffic volume and turning traffic volume has a correlation coefficient of 0.647 which also
has a significant linear association.
Table 4-4. Regression results for the delay model using a 15-minute time interval.
Standard
Predictor Coefficients t Stat P-value
Error
Intercept -0.39482 0.42896 -0.92042 0.364948
Conflicting Volume
(Vc) 0.003891 0.00099 3.94985 0.000458
U-turning Volume
(Vu) 0.008596 0.00401 2.09792 0.044739
ANOVA
Significance
Source DF SS MS F
F
26.41157 2.9381x10-7
Regression 2 1.18723 0.59362
Residual 29 0.65179 0.02248
Total 31 1.83902
2
Adjusted R = 62.11% Standard Error of Estimate (SEE) = 0.145
Regression results are shown in Table 4-4. R-squared is a statistical measure of how
close the data are to the fitted regression line. The value of the Adjusted R-squared is equals
to 62.11% which means there is a considerable relationship between the variables used.
The significance F and the P-values are used to determine whether the results of the
regression are statistically significant. The table shows that the value of significance F is
2.9381x10-7 which is good because it is below 0.001. The P-values of the conflicting traffic
volume and the U-turning traffic volume are reliable because their values are below 0.05
which means that they are significant in a 95% confidence level while the intercept fails
the 95% confidence level with the value of 0.365 meaning that it will not be included in
27
the developed model. The coefficients of the conflicting traffic volume and the U-turning
traffic volume are the only values included in the model development. The standard error
of the estimate (SEE) with the value of 0.145 is a measure of the accuracy of predictions
made with a regression line. A lower SEE means the estimated values are closer with the
actual values. All of the calculation for the regression results were done with the use of
Microsoft Excel 2013.
Figure 4-1. Line fit plots of the average turning delay and U-turning traffic volume
18
16
Average Turning delay (Da)
14
12
10
8
6
4
2
0
45 50 55 60 65 70 75 80 85
U-turning Volume (Vu)
Turning delay (Da) Predicted Turning delay (Da) Linear (Turning delay (Da))
Figure 4-2. Line fit plots of the average turning delay and conflicting traffic volume
18
16
14
12
10
8
6
4
2
0
450 470 490 510 530 550 570 590 610 630
Conflicting Volume (Vc)
28
The graph shown in Figure 4-1 shows a significant linear association between
the U-turning traffic volume and the average turning delay while the graph on Figure 4-2
shows a strong linear relationship between the conflicting traffic volume and the average
turning delay. The graphs also shows the predicted average turning delay from the
regression results.
Figure 4-3. Residual plot of the U-turning traffic volume.
1
Residuals
0
45 50 55 60 65 70 75 80 85
-1
-2
-3
-4
Figure 4-4. Residual plot of the conflicting traffic volume.
1
Residuals
0
450 470 490 510 530 550 570 590 610 630
-1
-2
-3
-4
29
The residual plots show the difference between the predicted values from the actual
values. The regression residuals were plotted against the fitted delay value in Figure 4-3
and Figure 4-4. It can be seen that the values for the residuals are randomly distributed
along the horizontal axis which have values of residuals that are close to zero showing that
the developed model was specified correctly and the assumptions about the error term were
not violated.
Figure 4-5. Graph of predicted turning delay versus measured turning delay.
16
14
Predicted Turning Delay
12
10
0
0 2 4 6 8 10 12 14 16 18
Measured Turning Delay
The graph on Figure 4-5 shows the relationship between the actual measured
turning delays versus the predicted turning delay. It can be seen that both of the element
has a linear association with each other.
The regression of the developed delay model only includes 32 observations
because there were underlying factors affecting the average turning delay of vehicles such
as the location for this U-turn slot is near a left turn intersection being directed by MMDA
30
traffic enforcers meaning there were cases in which the U-turn slot is blocked by the
queuing traffic volume of the vehicles waiting for the go signal of the officers for them to
pass through the left turn intersection.
The 32 observations were chosen because they are only observation that shows
minimal infractions brought by the near left turn intersection meaning these observations
are the reliable data for model development.
The empirical model method which means that the model was based entirely on
data that were observed and measured in the field was followed to form a regression model
for approximating the average U-Turning traffic delay that is shown in the equation below.
Ln(Da) = 0.003891Vc + 0.008596Vu
Where: Da = average delay of u-turning vehicles (s/veh)
Vc = volume of conflicting vehicles (vehicles per 15 minutes)
Vu = volume of u-turning vehicles (vehicles per 15 minutes)
The models coefficient are significant at 95 percent confidence level and thus the
model equation can be written as:
Da =e(0.003891Vc + 0.008596Vu)
The coefficients for the developed model are from the regression results done with
32 observations. From the equation above, it is clear that the average delay is directly
proportional to the conflicting volume and the u-turning volume. The equation has an
exponential relationship because an increase in the number of u-turning vehicles would
generate larger delay since it increases the chances of forming queues in the median U-turn
31
storage behind the leading vehicles that are waiting to merge with the opposing traffic.
Also as the conflicting traffic volume increases, decrease in gaps between vehicles occur,
thus generating more time of delay as they wait to find an appropriate gaps to make their
turns.
Figure 4-6. Graph of the developed delay model equation.
70.0
= (0.003891 + 0.008596 )
60.0
50.0
U-Turning Delay, Da (s/veh)
40.0
30.0
20.0
10.0
0.0
0 20 40 60 80 100 120 140 160
U-Turning Traffic Volume, Vu (Veh/15min)
Vc = 450 Vc = 500 Vc = 550 Vc = 600
Vc = 650 Vc = 700 Vc = 750
Figure 4-6 shows the exponential relationship of the U-turning traffic delay versus
the U-turning traffic volume with a different given values of the conflicting traffic volume.
This graph was developed to help traffic engineers in estimating the median U-turn
treatment turning traffic delay as a function of the turning traffic volume for different levels
32
of conflicting traffic volumes. The chart limits were chosen based on the ranges of data
used in developing the model, and they do not take into account any extrapolations.
4.4 General Malvar U-Turn Slot
Table 4-5. Data ranges and their statistical characteristics using a 15-minute time
interval.
Std.
Variable Symbol Mean Min. Max
Dev.
U-Turn Delay (sec./veh.) Da 19.3 4.2 13.5 27.9
U-Turning Traffic Volume
Vu 91.2 11.8 66 117
(veh)
Conflicting Traffic Volume
Vc 618.0 54.4 513 700
(veh)
Conflicting U-turning Volume U-Turn Delay (Da)

Volume (Vc) (Vu)
Conflicting Volume
1 0.5639 0.8500
(Vc)
U-turning Volume
0.5639 1 0.6368
(Vu)
U-Turn Delay (Da) 0.8500 0.6368 1
The correlation coefficients are the measure of the strength of the linear relationship
between two variables. The correlation matrix as can be seen from Table 4-6 shows a high
linear association between the conflicting traffic volume and the average turning delay,
33
with a correlation coefficient of 0.85 and a relatively less linear association with the turning
traffic volume, with a correlation coefficient of 0.637. Also, the conflicting traffic volume
and turning traffic volume has a correlation coefficient of 0.0.564 which also has a
significant linear association.
Coefficients Standard t Stat P-value

Predictor
Error
Intercept 0.81950 0.19744 4.15066 1.867x10-4
Conflicting Volume 0.00281 0.00038 7.36219 9.381x10-9
(Vc)
U-turning Volume 0.00416 0.00176 2.36198 0.02355
(Vu)
ANOVA
Significance
Source DF SS MS F
F
Regression 2 1.3708 0.6854 58.2076 3.7425x10-12
Residual 37 0.4357 0.0118
Total 39 1.8064
Adjusted R2 = 74.579% Standard Error of Estimate (SEE) = 0.1085
volume, U-turning traffic volume and the intercept are reliable because their values are
below 0.05 which means that they are significant in a 95% confidence level.
The coefficients of the conflicting traffic volume, U-turning traffic volume and the
intercept are all included in the model development. The standard error of the estimate
34
(SEE) with the value of 0.1085 is a measure of the accuracy of predictions made with
a regression line. A lower SEE means the estimated values are closer with the actual values.
All of the calculation for the regression results were done with the use of Microsoft Excel
2013.
30
28
26
Turning delay (Da)
24
22
20
18
16
14
12
10
60 70 80 90 100 110 120
30
28
Turning delay (Da)
26
24
22
20
18
16
14
12
10
500 520 540 560 580 600 620 640 660 680 700
Turning delay (Da) Predicted Turning delay (Da)

Linear (Turning delay (Da))
35
The graph shown in Figure 4-7 shows a significant linear association between the
U-turning traffic volume and the average turning delay while the graph on Figure 4-8
regression results.
6
5
4
3
2
Residuals
1
0
-1 60 70 80 90 100 110 120
-2
-3
-4
-5
Figure 4-10. Residual plot of the Conflicting traffic volume.
6
5
4
3
2
Residuals
1
0
-1 450 500 550 600 650 700 750
-2
-3
-4
-5
36
not violated.
30
25
20
15
10
0
0 5 10 15 20 25 30
The regression of the developed delay model includes 40 observations because
there were minimal underlying factors affecting the average turning delay of vehicles such
37
as the location for this U-turn slot is away from signalized or non-signalized intersections
meaning that the U-turn slot is free from queuing traffic volume of the vehicles.
A total 40 observations were chosen because these observation shows minimal
infractions brought by external influences that can cause the data to be unreliable meaning
all of the data used for the model development are significant.
Ln(Da) = 0.81950 + 00281Vc + 0.00416Vu
Da =e(0.08195+0.00281Vc + 0.00416Vu)
proportional to the conflicting volume and the u-turning volume. An increase in the number
of u-turning vehicles would generate larger delay since it increases the chances of forming
queues in the median U-turn storage behind the leading vehicles that are waiting to merge
38
with the opposing traffic. Also as the conflicting traffic volume increases, decrease in gaps
between vehicles occur, thus generating more time of delay as they wait to find an
appropriate gaps to make their turns.
50.0
45.0 = (0.08195+0.00281 + 0.00416 )

40.0
35.0
30.0
25.0
20.0
15.0
10.0
5.0
0.0
0 20 40 60 80 100 120 140 160 180 200
Vc=550 Vc=600 Vc=500 Vc=650 Vc=700 Vc=750 Vc=800
39
4.5 Balintawak U-Turn Slot
interval.
Std.
Variable Symbol Mean Min. Max
Dev.
U-Turn Delay (sec./veh.) Da 16.992 3.06 12.4 23.5
U-Turning Traffic Volume
Vu 59.8 9.94 40 80
(veh)
Conflicting Traffic Volume
Vc 742.7 36.64 680 799
(veh)
Conflicting U-turning Volume

U-Turn Delay (Da)
Volume (Vc) (Vu)
Conflicting Volume
1 0.6880 0.6658
(Vc)
U-turning Volume
0.6880 1 0.6653
(Vu)
U-Turn Delay (Da) 0.6658 0.6653 1
between two variables. The correlation matrix as can be seen from Table 4-9 shows a
significant linear association between the conflicting traffic volume and the average turning
delay, with a correlation coefficient of 0.6658 and a moderately less linear association with
the turning traffic volume, with a correlation coefficient of 0.6653. Also, the conflicting
40
traffic volume and turning traffic volume has a correlation coefficient of 0.6880 which has
the highest linear association.

Predictor
Error
Intercept 0.95223 0.46965 2.02755 0.049854
Conflicting Volume
0.00194 0.00077 2.52963 0.015808
(Vc)
U-turning Volume
0.00711 0.00282 2.51972 0.016192
(Vu)
ANOVA
Significance
Source DF SS MS F
F
Regression 2 0.6770 0.3385 20.4297 1.05x10-6
Residual 37 0.6131 0.0166
Total 39 1.2900
2
Adjusted R = 49.91% Standard Error of Estimate (SEE) = 0.1287
Regression results are shown in Table 4-10. R-squared is a statistical measure
of how close the data are to the fitted regression line. The value of the Adjusted R-squared
is equals to 49.91% which means there is a considerable relationship between the variables
used. The significance F and the P-values are used to determine whether the results of the
volume, U-turning traffic volume and the intercept are reliable because their values are
below 0.05 which means that they are significant in a 95% confidence level.
The coefficients of the conflicting traffic volume, U-turning traffic volume and
the intercept are all included in the model development. The standard error of the estimate
(SEE) with the value of 0.1287 is a measure of the accuracy of predictions made with
41
a regression line. A lower SEE means the estimated values are closer with the actual values.
All of the calculation for the regression results were done with the use of Microsoft Excel
2013.
24
22
Turning delay (Da)
20
18
16
14
12
10
35 40 45 50 55 60 65 70 75 80 85
24
22
Turning delay (Da)
20
18
16
14
12
10
660 680 700 720 740 760 780 800 820
42
regression results.
5
4
3
2
Residuals
1
0
-1 35 40 45 50 55 60 65 70 75 80 85
-2
-3
-4
-5
Figure 4-16. Residual plot of the Conflicting traffic volume.
5
4
3
2
Residuals
1
0
-1 650 670 690 710 730 750 770 790 810 830 850
-2
-3
-4
-5
43
not violated.
25
20
15
10
0
0 5 10 15 20 25
The regression of the developed delay model includes 40 observations because
there were minimal underlying factors affecting the average turning delay of vehicles such
44
as the location for this U-turn slot is away from signalized or non-signalized intersections
meaning that the U-turn slot is free from queuing traffic volume of the vehicles.
A total 40 observations were chosen because these observation shows minimal
infractions brought by external influences that can cause the data to be unreliable meaning
all of the data used for the model development are significant.
Ln(Da) = 0.95223 + 0.00194Vc + 0.00711Vu
The models coefficient are significant at 95 percent confidence level and
thus the model equation can be written as:
Da =e(0.95223+0.00194Vc + 0.007107Vu)
proportional to the conflicting volume and the u-turning volume. An increase in the number
of u-turning vehicles would generate larger delay since it increases the chances of forming
queues in the median U-turn storage behind the leading vehicles that are waiting to merge
with the opposing traffic. Also as the conflicting traffic volume increases, decrease in gaps
45
between vehicles occur, thus generating more time of delay as they wait to find an
appropriate gaps to make their turns.
50
45
= (0.95223+0.00194 + 0.007107 )
40
35
30
25
20
15
10
0
0 20 40 60 80 100 120 140 160 180 200
U-Turning Traffic Volume, Vu (veh/15min)
Vc=500 Vc=550 Vc=600 Vc=650 Vc=700 Vc=750 Vc=800
CHAPTER 5
CONCLUSION AND RECOMMENDATION
5.1 Introduction
This chapter contains the conclusions which are based on the results obtained
during the data analysis and evaluation of U-turn slots. It also includes recommendations
for the improvement of the studied U-turn slots and proposals for development in data
gathering and methodology for future researchers with related study.
5.2 Conclusion
The conflicting traffic volume has a relatively high linear association with turning
traffic delay while u-turning traffic volume has a significant but less linear association with
turning traffic delay which may only be true for the collected data. The developed delay
models that describes the turning traffic delay as a function of the turning traffic volume
for different levels of conflicting traffic volume can help traffic institutions, engineers and
designers in estimating the U-turn slot treatment and make an educated decision about the
design and location of median U-turn intersections for its improvement.
An increase in the number of u-turning vehicles would generate larger delay since
it increases the chances of forming queues in the median U-turn storage behind the leading
vehicles that are waiting to merge with the opposing traffic. Also as the conflicting traffic
volume increases, decrease in gaps between vehicles occur, thus generating more time of
delay as they wait to find an appropriate gaps to make their turns.
46
47
From the video observation of the researchers, the discipline of the motorist plays
an important role in the effectiveness of U-turn slots, it can be concluded that the
occurrence of undesirable traffic behavior increase as the length of median opening
increases. These undesirable traffic behavior arises from the competition for limited space
on the median roadway between drivers traveling through the median in the same direction.
Another undesirable traffic behavior is from jeepney drivers taking the U-turn slot,
they frequently generate more travel time delay for both u-turning traffic volume and
conflicting traffic volume because of the weaving and larger turning radius patterns they
take so that they can load and unload passengers on the outer lane of the highway across
the U-turn slot. Also, if the conflicting traffic and through traffic motorists do not take up
most of the inner lane of the highway, the delay experienced by the U-turning vehicles will
lessen because they can traverse the U-turn slot with minimal disturbance.
It would be wise to build median U-turn intersections farther away from
intersections for highways with high traffic volumes because in the case of the U-turn slot
near General Tinio Footbridge, the queuing vehicles on the side of the U-turn slot tends to
block the u-turning traffic which causes the U-turning vehicles to experience an extended
turning travel time.

48
5.3 Recommendation
It would be beneficial to associate the developed models with other traffic
operations data at diverse volume and geometric conditions to make the developed turning
delay models as accurate as possible. This study could be applied on different U-turn slots
not only in EDSA but the whole Metro Manila.
The traffic institution that manages traffic calming devices should make their U-
turn slot signs more visible and add road paint markings suggesting whether a U-turn slot
is nearby so that it may not cause confusion among motorist travelling along the highway.
They should also monitor traffic situations regularly impose strict traffic rules and
regulations for the betterment of every highway.
For the U-turn slot near General Tinio Footbridge, the researchers propose a
relocation of the slot farther away from the left turn intersection so that u-turning vehicles
traversing the slot does not converge with the queuing vehicles.
The researchers encourages engineering students as well as professionals to take
part of the this study and conduct their own to help improve the unpleasant traffic situation
here in Metro Manila. In addition, future researchers with the same field study should
consider measuring the capacity of U-turn slots, the analysis of crash rate data and weaving
issues in each U-turn locations for an improved operational performance evaluation.
Further studies should also determine the most efficient distance of a U-turn slot from an
intersection for different categories of road geometry and traffic volume to widen the study
and apply it to a more practical way of solving complications on median U-turn
intersections.
REFERENCES
[1] Liu, Pan. "Evaluation of the Operational Effects of U-turn Movement"

(2006).Graduate School Theses and Dissertations. University of South Florida.
[2] Jagannathan, Ram. Synthesis of the Median U-turn Intersection Treatment, Safety
and Operational Benefits (2007).3rd Urban Street Symposium. Seattle,
Washington.
[3] Al-Omari, B. K. Al-AkhrasDelay Model for U-Turn Movement at Median

Openings on Multilane Highways ITE Journal, Vol. 8, No. 3 (March 2014): 42-
47
[4] Liu, P., J.J. Lu, F. Hu, and G. Sokolow. Capacity of U-Turn Movement at Median
Openings on Multilane Highways. Journal of Transportation Engineering, Vol.
134, No. 4 (April 2008): 147-154
[5] Al-Masaeid, H.R. Capacity of U-Turn at Median Openings. ITE Journal, Vol.
69, No. 6 (June 1999): 2834.
[6] Bared, J. G. and Kaisar, E. I. 2002 Median U-turn Design as an Alternative

Treatment for Left Turns at Signalized Intersections, ITE Journal, February, 50-
54
[7] Potts, I.B., Harwood, D.W., Torbic D.J., Richard, K.R., Gluck, J.S., and Levinson,
H.S. (2004). Safety of U-turns at Unsignalized Median Opening, NCHRP Report
524. National Cooperative Highway Research Program, TRB, National Research
Council, Washington, D.C.
[8] Zhou, H., Hsu, P., and Lu, J., (2003). Optimal Location of U-turn Median
Openings on Roadways.Transportation Research Record, Transportation
Research Board,National Research Council, Washington D.C.
[9] Crawford, J. A. et al. A Michigan Toolbox for Mitigating Traffic Congestion.

Texas Transportation Institute, Texas A&M University, College Station, TX, 2011.
[10] Highway Capacity Manual. Transportation Research Board, Washington, D.C.

2000
49
50
Appendix A: Raw Traffic Operations Data
Conflicting U-turning Volume Natural Log of Turning delay

No. Volume (Vc) (Vu) Delay (Ln(Da)) (Da)
1 530 54 1.97231 7.187
2 570 71 2.62709 13.833
3 585 65 2.39642 10.984
4 503 55 2.03564 7.657
5 496 54 1.94776 7.013
6 557 65 2.56371 12.984
7 564 52 2.28985 9.873
8 538 51 2.11610 8.299
9 612 75 2.68849 14.709
10 588 57 2.37331 10.733
11 607 61 2.74614 15.582
12 527 57 2.10884 8.239
13 560 65 2.06463 7.882
14 549 57 2.02944 7.610
15 521 58 2.02707 7.592
16 574 63 2.28579 9.833
17 550 52 2.16025 8.673
18 548 58 2.48386 11.987
19 619 78 2.71628 15.124
20 555 58 2.18464 8.887
21 484 53 1.96347 7.124
22 547 62 2.00127 7.398
23 577 52 2.15284 8.609
24 514 54 2.26576 9.638
25 513 71 2.15453 8.624
26 600 78 2.39629 10.982
27 563 64 2.41902 11.235
28 513 51 2.15580 8.635
29 521 60 2.36310 10.624
30 612 79 2.66374 14.350
31 547 65 2.36395 10.633
32 580 74 2.53559 12.624
Table A-1: Raw traffic operations data from the U-Turn slot near General Tinio
51
Appendix A: (Continuation)
Conflicting U-turning Natural Log of Delay Turning

No.
Volume (Vc) Volume (Vu) (Ln(Da)) delay (Da)
1 688 85 3.03659938 20.8342732
2 655 101 2.93554073 18.8316832
3 513 89 2.63825444 13.9887640
4 594 93 3.02956214 20.6881720
5 678 112 3.26562309 26.1964286
6 609 102 2.77686877 16.0686275
7 627 99 3.05266620 21.1717172
8 610 94 2.87989415 17.8123876
9 565 77 2.70687609 14.9823987
10 603 82 2.76152697 15.8239872
11 649 98 2.98688066 19.8237490
12 521 72 2.66558467 14.3763525
13 596 83 2.60092775 13.4762349
14 590 85 2.72286229 15.2238350
15 645 96 3.04368301 20.9823795
16 692 109 3.20932426 24.7623476
17 513 86 2.63789592 13.9837497
18 541 83 2.70689854 14.9827350
19 683 88 3.02789750 20.6537623
20 601 98 2.82633674 16.8834987
21 640 102 2.88980624 17.9898235
22 577 83 2.80231376 16.4827399
23 700 103 3.32601935 27.8273499
24 602 110 2.83217456 16.9823499
25 670 83 3.04893322 21.0928310
26 592 89 2.94353014 18.9827399
27 660 94 3.17058601 23.8214399
28 556 88 2.77150689 15.9827000
29 579 74 2.63779761 13.9823750
30 692 100 3.13472762 22.9823750
31 671 93 3.05987025 21.3247900
32 538 66 2.69960640 14.8738762
33 620 117 3.25743247 25.9827399
34 560 72 2.77148655 15.9823750
35 677 96 3.32777453 27.8762348
36 670 93 3.29542006 26.9887485
37 696 88 3.14102900 23.1276530
38 665 108 3.09839618 22.1623784
39 571 75 2.78762141 16.2423400
40 609 80 2.88269683 17.8623800
Table A-2: Raw traffic operations data from the U-turn slot near General Malvar
52
Appendix A: (Continuation)
Conflicting U-turning Natural Log of Turning delay

No.
Volume (Vc) Volume (Vu) Delay (Ln(Da)) (Da)
1 761 59 2.875378973 17.73214286
2 762 66 3.049425419 21.10321544
3 763 45 2.92792917 18.68888889
4 797 71 3.109466721 22.40909091
5 702 50 2.766890701 15.90909091
6 771 65 2.864558378 17.54130486
7 740 62 2.760418187 15.80645161
8 759 63 2.820167499 16.77966102
9 703 49 2.829804466 16.94214773
10 740 71 2.848079814 17.25461794
11 701 53 2.71038178 15.03501448
12 760 55 2.623330909 13.78155231
13 739 58 2.969292423 19.47813245
14 789 60 3.065879528 21.45332248
15 714 68 2.946808334 19.04507112
16 766 76 2.773306222 16.01148411
17 768 69 3.066046153 21.45689744
18 767 69 2.996464711 20.01465411
19 798 63 3.155149555 23.45654487
20 698 47 2.664031482 14.35404067
21 719 50 2.833828185 17.01045551
22 767 63 2.642953051 14.05464648
23 715 58 2.601937045 13.48984317
24 680 44 2.576837249 13.15546484
25 799 71 2.993011148 19.94565147
26 742 67 2.743768983 15.54546542
27 769 67 2.853855533 17.35456411
28 695 44 2.51851298 12.41012883
29 775 60 2.623517309 13.78412144
30 799 69 3.005499585 20.19630334
31 772 57 2.72644217 15.27843214
32 762 61 2.709030469 15.01471123
33 694 51 2.694231428 14.79414402
34 724 63 2.898930208 18.15471321
35 796 80 3.051566625 21.14845017
36 697 40 2.518549231 12.41057871
37 735 76 3.066556217 21.46784463
38 692 55 2.629402616 13.86548441
39 690 42 2.513983189 12.35404067
40 689 55 2.639159804 14.00143471
Table A-3: Raw traffic operations data from the U-turn slot near Balintawak
53
Tables A-1, A-2, A-3 shows the traffic operations data gathered from the first U-turn slot
near Gen. Tinio, Gen. Malvar and Balintawak respectively. It includes the number of
Conflicting Traffic Volumes, U-turning Volumes, Average delay and its natural logarithm
with a 15-min. time interval per observation for a total of 28 hours traffic operations data.
Appendix B: Residual Output and Predicted Turning Delay

Observation Predicted Turning delay (Da) Residuals
1 8.4817 -1.2945
2 11.7122 2.1213
3 11.7472 -0.7635
4 7.4871 0.1701
5 7.1095 -0.0965
6 10.6171 2.3668
7 9.6638 0.2096
8 8.5194 -0.2207
9 13.7876 0.9218
10 11.1078 -0.3749
11 12.2549 3.3275
12 8.6458 -0.4071
13 10.7382 -2.8559
14 9.5337 -1.9239
15 8.4987 -0.9069
16 11.1131 -1.2797
17 9.0988 -0.4254
18 9.5884 2.3989
19 14.3553 0.7687
20 9.8710 -0.9835
21 6.5301 0.5939
22 9.9283 -2.5299
23 10.1885 -1.5793
24 7.8360 1.8025
25 9.4117 -0.7878
26 13.5884 -2.6060
27 10.7642 0.4706
28 7.5104 1.1244
29 8.6888 1.9350
30 14.1678 0.1821
31 10.2135 0.4193
32 12.4010 0.2229
Table A-4: Resulting data of predicted delay and residuals in Gen. Tinio U-Turn Slot.
54
Appendix B: (Continuation)
Observation Predicted Turning Delay, Da Residuals

1 3.106043918 -0.069444538
2 3.079807231 -0.144266504
3 2.630914407 0.007340032
4 2.875149255 0.154412883
5 3.190152161 0.075470926
6 2.954702315 -0.177833549
7 2.99281502 0.059851176
8 2.924265394 -0.044371245
9 2.727164887 -0.020288792
10 2.854724869 -0.093197901
11 3.050479527 -0.063598865
12 2.582744802 0.082839865
13 2.839210617 -0.238282864
14 2.830662249 -0.107799959
15 3.030927725 0.012755289
16 3.217024798 -0.00770054
17 2.618446806 0.019449114
18 2.684659681 0.022238856
19 3.104461434 -0.076563938
20 2.91559871 -0.089261973
21 3.041812843 -0.152006607
22 2.785820294 0.016493471
23 3.214569731 0.111449614
24 2.968279133 -0.136104571
25 3.047151877 0.001781342
26 2.852905752 0.090624386
27 3.064766246 0.105819764
28 2.747589272 0.023917615
29 2.754037523 -0.116239917
30 3.179621993 -0.044894376
31 3.091520566 -0.03165032
32 2.605579888 0.094026513
33 3.04795051 0.209481957
34 2.692335466 0.079151086
35 3.120848269 0.206926256
36 3.088710549 0.206709508
37 3.140991655 3.73457E-05
38 3.136998471 -0.038602287
39 2.735713254 0.051908159
40 2.863273237 0.019423588
Table A-5: Resulting data of predicted delay and residuals in Gen. Malvar U-turn Slot.
55
Appendix B: (Continuation)
Observation Predicted Turning Delay, Da Residuals
1 2.846339986 0.029038987
2 2.898028332 0.151397087
3 2.750715121 0.177214049
4 3.001392809 0.108073912
5 2.668035755 0.098854947
6 2.908362744 -0.043804366
7 2.826964491 -0.066546304
8 2.870892867 -0.050725367
9 2.662866513 0.166937953
10 2.890929277 -0.042849463
11 2.687419393 0.022962386
12 2.815973235 -0.192642327
13 2.79659774 0.172694683
14 2.907709972 0.158169555
15 2.819220808 0.127587527
16 2.976852144 -0.203545922
17 2.930977668 0.135068485
18 2.929039711 0.067425
19 2.946473178 0.208676377
20 2.638962332 0.02506915
21 2.700981018 0.132847167
22 2.88639652 -0.243443469
23 2.750086779 -0.148149735
24 2.582757516 -0.005920267
25 3.005268723 -0.012257574
26 2.866376397 -0.122607413
27 2.918701228 -0.064845695
28 2.611826867 -0.093313886
29 2.880578578 -0.257061269
30 2.991054326 0.014445259
31 2.853443113 -0.127000943
32 2.86249234 -0.153461871
33 2.659639299 0.034592129
34 2.803064382 0.095865826
35 3.063419639 -0.011853014
36 2.587273986 -0.068724756
37 2.916775486 0.149780731
38 2.68419218 -0.054789564
39 2.587922686 -0.073939497
40 2.67837831 -0.039218506
Table A-6: Resulting data of predicted delay and residuals in Balintawak U-turn Slot.
56
The values shown in Tables A-4, A-5, and A-6 are the predicted turning traffic
delay and its corresponding residuals per number of observation for the corresponding U-
Turn slot. There is a 15-minute time interval for each observation.
Appendix C: Delay Model Development Table
Vc = 450
No. Vc Vu Da
1 450 0 5.759821
2 450 5 6.012765
3 450 10 6.276816
4 450 15 6.552464
5 450 20 6.840217
6 450 25 7.140607
7 450 30 7.454188
8 450 35 7.781541
9 450 40 8.123269
10 450 45 8.480004
11 450 50 8.852405
12 450 55 9.241161
13 450 60 9.646988
14 450 65 10.07064
15 450 70 10.51289
16 450 75 10.97457
17 450 80 11.45652
18 450 85 11.95963
19 450 90 12.48484
20 450 95 13.03312
21 450 100 13.60547
22 450 105 14.20296
23 450 110 14.82669
24 450 115 15.4778
25 450 120 16.15751
26 450 125 16.86707
27 450 130 17.6078
28 450 135 18.38105
29 450 140 19.18825
30 450 145 20.03091
31 450 150 20.91057
32 450 155 21.82887
Table A-7: Delay model development table for Gen. Tinio U-turn slot
57
Appendix C: (Continuation)
No. Vc Vu Da
1 500 0 9.248968169
2 500 5 9.443166243
3 500 10 9.641441841
4 500 15 9.843880578
5 500 20 10.050569866
6 500 25 10.261598953
7 500 30 10.477058961
8 500 35 10.697042924
9 500 40 10.921645830
10 500 45 11.150964663
11 500 50 11.385098441
12 500 55 11.624148262
13 500 60 11.868217347
14 500 65 12.117411085
15 500 70 12.371837076
16 500 75 12.631605181
17 500 80 12.896827566
18 500 85 13.167618753
19 500 90 13.444095670
20 500 95 13.726377697
21 500 100 14.014586723
22 500 105 14.308847196
23 500 110 14.609286176
24 500 115 14.916033392
25 500 120 15.229221296
26 500 125 15.548985122
27 500 130 15.875462941
28 500 135 16.208795727
29 500 140 16.549127411
30 500 145 16.896604946
31 500 150 17.251378374
32 500 155 17.613600882
33 500 160 17.983428878
34 500 165 18.361022053
35 500 170 18.746543448
36 500 175 19.140159532
37 500 180 19.542040266
38 500 185 19.952359180
39 500 190 20.371293450
40 500 195 20.799023968
Table A-8: Delay model development table for Gen. Malvar U-turn slot
58
Appendix C: (Continuation)
No. Vc Vu Da
1 550 0 7.524065
2 550 5 7.796248
3 550 10 8.078277
4 550 15 8.370508
5 550 20 8.67331
6 550 25 8.987067
7 550 30 9.312173
8 550 35 9.649041
9 550 40 9.998094
10 550 45 10.35977
11 550 50 10.73454
12 550 55 11.12286
13 550 60 11.52523
14 550 65 11.94215
15 550 70 12.37416
16 550 75 12.82179
17 550 80 13.28562
18 550 85 13.76623
19 550 90 14.26422
20 550 95 14.78023
21 550 100 15.3149
22 550 105 15.86892
23 550 110 16.44298
24 550 115 17.0378
25 550 120 17.65414
26 550 125 18.29278
27 550 130 18.95452
28 550 135 19.6402
29 550 140 20.35068
30 550 145 21.08686
31 550 150 21.84968
32 550 155 22.64009
33 550 160 23.45909
34 550 165 24.30773
35 550 170 25.18706
36 550 175 26.0982
37 550 180 27.0423
38 550 185 28.02055
39 550 190 29.03419
40 550 195 30.0845
Table A-9: Delay model development table for Balintawak U-turn slot
59
The values in the Tables A-7, A-8, A-9 are used to plot the developed delay model
of corresponding u-turn slot. The delay value was determined using the empirical equation
for different values of conflicting volumes.
Appendix D: Pictures taken on the site
Figure A-1. Severe blockage of the Gen. Tinio U-turn slot caused by the queuing
vehicles.
Figure A-2. A vehicle unable to traverse the Gen. Tinio U-turn slot because of vehicles.
60
Appendix D: (Continuation)
The primary issue concerning the U-turn slot near Gen. Tinio Footbridge is that is
near a left turning intersection with a distance of approximately 63 meters. The queuing
vehicles tend to block the vehicles that will use the U-turn slot generating a higher value
of turning delay.
Figure A-3. A Truck making a turn at Gen. Malvar U-turn slot
Figure A-4. An 18-wheeler truck making a U-turn guided by an MMDA traffic enforcer.
61
Another issue with the Gen. Tinio U-turn lot is that large trucks often utilize this
slot but the MMDA sign board clearly states that trucks, trailers and buses should take the
SSS, Gen. Malvar U-turn slot or Cloverleaf Balintawak. Figure A-3 show trucks that are
maneuvering on a median U-turn. Trucks require more turning radius thus they need larger
gaps in the conflicting traffic to make their turns
Figure A-5.Jeepneys weaving towards the outer lane, taking a higher turning radius.
62
The jeepneys utilizing the U-turn slot often weave to the outer lane generating a
larger turning radius thus taking them a longer amount of time to make the turn and also
block the majority of the conflicting traffic volume in the process.
Figure A-7: A vehicle desiring to turn left uses Median U-turn intersection at Gen.
Malvar
Figure A-7 shows a vehicle desiring to turn left to EDSA from Urbano Plata Rd.
does so through median u-turn intersection by weaving from right side to left side of the
road going to the u-turn. This contribute to the delay in the through traffic as well as in the
u-turning traffic.
63
Figure A-8: A car in through traffic moving in the queuing lane of MUT
Figure A-8 shows a car in through traffic moving in the queuing lane and stops in
the middle of the median U-turn making vehicles behind it to have additional time in
making their turns.

64
Figure A-9: A photo of Median U-turn taken at Balintawak
Figure A-9 shows a high conflicting volume. As the conflicting traffic volume
increases, decrease in gaps between vehicles occur, thus generating more time of delay as
the u-turning vehicles wait to find an appropriate gaps to make their turns.
Article Type Paper
Operational Performance Analysis of Median U-Turn
Intersections as Traffic Control Facility in EDSA from
Monumento to Balintawak
Eddie T. Choa, Bryan Allen J. Jose, Roel S. Malaqui
Adviser: Engr. Riches S. Bacero
MAPUA INSTITUTE OF TECHNOLOGY

School of Civil, Environmental and Geological Engineering
(+63 2) 2475000 local 5109
March 2015
CEGE Journal
ISBN_____________________
Abstract
In metro manila, Traffic congestion is one of the major problems to be solved. A trip that
takes 25 minutes would probably last an hour or more especially during peak hours. Traffic
congestion occur due to various cases such as accidents, jay walking, violation of traffic
regulations, improper placement of median U-turn intersections, illegal parking. One of the
solutions to alleviate traffic congestion was the implementation of the U-turn slots along
Metro Manila. U-turn slots were used as traffic control facilities that are only suitable for
a certain number of vehicles to establish their turns. However, if the number of vehicles
meet or exceed the requirement for these turns, it causes traffic congestion from all
directions. The primary objective of the study is to analyze the operational performance of
Balintawak. To achieve the objectives, traffic operation data were collected and field
measurements were conducted on three consecutive U-turn slots. The study shall help
determine the operational performance of U-turn slots and evaluate whether the said U-
turn are effective. The data obtained will be used to create a regression model, a practical
chart that could help traffic engineers in estimating the U-turn slot treatment in turning
traffic delay as a function of the turning traffic volume for different levels of conflicting
traffic volumes. This study will also guide the authorities on traffic management and civil
engineers to provide solutions on alleviating heavy traffic with the developed model and
proposed recommendations for the U-turn slots.
Keywords: Median U-turn Intersection, Travel Time, Delay, Traffic Volume.
Acronyms/Abbreviation:
HCM Highway Capacity Manual
MMDA Metropolitan Manila Development Authority
EDSA Epifanio de los Santos Avenue
MUT Median U-Turn Intersections
DPWH Department of Public Works and Highways
AASHTO American Association of State Highway and Transportation Officials
CEGE Journal
ISBN_____________________
Introduction
1.1 Background of the Study

Metro Manila is well-known for its traffic jams with trips averaging at speeds as
low as 7-10 kilometers per hour. A trip that normally takes 25 minutes will last an hour or
more especially during peak hours. As a result, the Metropolitan Manila Development
Authority (MMDA) has implemented various projects to alleviate traffic congestion. The
implementation of the U-turn slots along Metro Manila started during the term of Bayani
Fernando as part of the agencys actions to improve the flow of traffic. The comprehensive
application of the scheme resulted in shutting down of many intersections and the
suspension of traffic signal operations in support of the system of median openings.
From an engineers analytical perspective, these U-turn slots are valuable because
it keeps the flow of traffic moving. Cars dont need to stop at intersections so its more
convenient for motorists who would go through and not make a turn. The concept of U-
turn as a substitute to direct left turn movement is a relatively innovative approach and has
only been recently implemented in numerous locations. In highway engineering, we use
U-turns as traffic control facilities; these involve definite number of vehicles to establish
these turns. However, if the number of vehicles meets or exceeds the requirement for these
turns, it causes traffic congestion from all directions. This research aims to analyze the
operational performance of Median U-turns and propose solutions to alleviate traffic
congestion.
1.2 Research Problem
Recently, there has been an increase in traffic congestion in Metro Manila due to
various cases such as accidents, jay walking, violation of traffic regulations, improper
placement of median U-turns, illegal parking, etc. Since traffic congestion is regular in
EDSA, one of the major road arteries in Metro Manila, this transportation project not only
calls for an alternative solution for transport, but also needs a routine change of the
commuters.
Traffic congestion is one of the major problems that Metro Manila is facing.
U-turn slots are supposed to help with the traffic flow but in some cases these
become the cause of traffic congestion such as improper positioning of U-turn slots
can cause road hazard.
U-turns are only good for a certain traffic volume but are not effective in all
situations.
There are a number of U-turn slots implemented around Metro Manila that needs
to be evaluated and improved.
CEGE Journal
ISBN_____________________
1.3 Objectives of the Study

The goal of this research is to analyze and evaluate the operational performance of
Balintawak. In relation to this result, the evaluation for effectiveness of U-turn slots could
be addressed. Specifically, the objectives of this study consisted of the following parts.
To analyze the characteristics of traffic volume and its relationship with traffic
delay on Median U-turn intersections by model development.
To discuss information on the effectiveness of Median U-turn Intersections on
traffic flow.
To provide valid conclusions and possible recommendations on the improvement
of U-turn slots for better utilization and alleviation of traffic situations.
1.4 Significance of the Study

Based on an interview with MMDA Chairman Francis Tolentino, the agency is
examining the recent effects of U-turn slots in Metro Manila and evaluating whether these
were still essential under the present traffic situations. He gave an explanation that the U-
turn slots were implemented because there was a necessity for them at that time because of
the heavy traffic conditions although these were not intended to be permanent.
This study has implications on the evaluation of U-turn slots based on what the
MMDA is continuously conducting. The study is able to help determine the operational
performance of U-turn slots and evaluate whether the said U-turns are effective. This study
is also a guide for authorities on traffic management and Civil Engineers to provide
solutions on alleviating heavy traffic with the developed model and proposed
recommendations for the U-turn slots. This study is significant because there is a need for
sustainable development plan on U-turn slots along EDSA.
1.5 Scope and Limitation
The coverage of this study includes the analysis of operational performance of
Median U-turn Intersections by measuring traffic analysis parameters such as traffic
volumes, travel time and traffic flow delay that motorists experience when taking the U-
turn slots. There are measures of effectiveness that was evaluated such as the effectiveness
criterion depends on the flow of convenience. The study does not include the analysis of
accidents in U-turn slots as well as the weaving conditions because it solely focuses on
analyzing the relationship of traffic volumes and the experienced turning delay on the U-
turn slots. In addition, the study does not include proposal designs for Median U-turn
Intersections. The on-site survey focuses mainly on motorist utilizing the U-turn slot and
passing along it. The population samples of vehicles that was measured for travel time and
delay are passenger cars, vans, trucks and buses. The location of the study is at North EDSA
highway specifically the Median U-turn intersections between Monumento to Balintawak.
The detailed scope and limitations of the study is further discussed in the methodology of
the study.
CEGE Journal
ISBN_____________________
Review of Related Literature
2.1 Median U-turn Intersection

Turning movements have an impact on intersection safety and effectiveness,
making left turns the major design factor in intersection development and design.
Traditional left-turn lanes are not always possible or able to sufficiently answer congestion
problems at various intersections. Innovative intersections have been developed to handle
turning vehicles in a way that interrupts the through traffic as little as possible. The Median
U-turn (MUT) intersection channels all traffic, except right-turning vehicles, through the
primary intersection. The traffic needs to turn left does so through U-turn openings in the
median ahead of the primary intersection. Removing the left turn at the main intersection
make things easier for signal timings and provides more green time and a smaller amount
of congestion to the major direction.1
2.2 Design of U-turns

In the design of intersections with cross streets, stipulation may be created for U-
Turns for such design. Openings in the medians may be provided for such turns at points
between intersections. To alleviate the burden of undesirable travel distance openings
should be about one fourth mile apart on average.
For an appropriate design of U-Turns, one requirement is that the width of the
highway, including the median, be adequate enough to permit the turn to be made without
encroachment outside the outer edges of the pavement. To authorize the turn to be made
from the lane next to the median then to the lane nearest the shoulder in the roadway for
opposing traffic, the median should be adequately wide.2
2.3 Traffic Flow Analysis for Median Openings

Median openings approximate the behavior of roundabouts. Median Openings
provide evidence to be significant in minimizing conflict points in a road section. The
modification of some signalized intersections to Median Openings proved to be successful
for some road sections in terms of controlling the traffic flow for the section.
Commonwealth University Avenue U-Turn slot has shown properties that of ideal and
further proved the applicability of the modification of signalized intersections into median
openings of the whole stretch of Commonwealth Avenue and also some other major road
networks having the same characteristics.3
1
McLean, VA. (2010). Median U-turn Intersection. Federal Highway Administration.
2
Metro Manila Traffic Engineering and Management Project Ministry of Public Highways.
(1981) A Guide to Traffic Engineering & Management Techniques. Quezon City.
3
Caracas, Dulce Amor M. and Tabernilla, William P. (2004) Analysis of Traffic Flow For U-turn
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2.4 Delay and Travel Time

Delay and travel time are significant measures of effectiveness for traffic
operations. In practice, motorists frequently oppose being bound to make a right-turn
followed by a U-turn due to the perception that it may result in longer delay at U-turn
locations, or longer travel time due to the additional traveling distances. A number of
studies have been conducted to evaluate the delay and travel time for direct left-turns and
right-turns followed by U-turns.4
2.5 Median and Roadway Width to Facilitate U-turns

The minimum roadway and median width necessary to facilitate U-turning vehicles
are major factors in the determination of whether U-turn movements can be allowed at a
median opening or a signalized intersection. As indicated in the AASHTO Green Book,
medians of 5 meters (16 ft) and 15 meters (50 ft) or wider are needed to authorize passenger
car and single-unit truck traffic, respectively, to turn from the inner lane (next to the
median) on one roadway to the outer lane of a two-lane opposing roadway. Moreover, a
median left-turn lane is highly desirable in advance of the U-turn opening to remove
stopping on the through lane. This scheme would increase the median width by
approximately 3.6 meters (12 ft).The minimum widths of medians to accommodate U-turns
by different design vehicles turning from the lane adjacent to the median are shown in the
figure.5
Figure 2-2.Minimum Median Widths to Accommodate U-turns (AASHTO, 2001)
Slots.
4
Liu, Pan (2006). Evaluation of the Operational Effects of U-turn Movement. Graduate School
Theses and Dissertations. University of South Florida.
5
AASHTO Green Book: A Policy on Geometric Design of Highways and Streets (2001)
444 N Capitol St. NW - Suite 249 - Washington, DC 20001
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2.6 Measuring Delay

In the Highway Capacity Manual, control delay is used as the criteria for
determining the level of service for both signalized intersections and non-signalized
intersections. The total delay was defined as the difference between the travel time
actually experienced and the reference travel time that would result during base conditions,
in the absence of incident, control, traffic, or geometric delay. Control delay was defined
as the proportion of total delay that can be attributed to control measures. Control delay
includes initial deceleration delay, queue move-up time, stopped delay, and final
acceleration delay. With respect to field measurements, control delay is defined as the total
elapsed time from the time a vehicle stops at the end of the queue to the time the vehicle
departs from the stop line.6
2.7 Capacity of Non-signalized U-Turn Lanes

The Highway Capacity Manual 2000 (HCM) treats U-turns as left turns for
estimation of saturation flow rate. On the other hand, the operational effects of U-turns and
left turns are not similar. Left-turning vehicles have higher turning speeds than U-turning
vehicles. Hashem Al-Masaeid, a professor of Civil Engineering in Jordan University of
Science and Technology, calculated the capacity of U turns at non-signalized intersections
as a function of the conflicting traffic flow on two opposing through lanes for median-
divided highway. He developed regression equations to predict the U-turn capacity based
on the conflicting flows on two opposing through lanes.
2.8 Evaluation of Delay of Unsignalized Intersection

Empirical models of capacity and delay and warrant for signalization or
improvement had been developed for some types of two-way stop-controlled intersection.
The capacity model states that the maximum flow of the minor street is a function of the
total conflicting flow. The delay model states that at 100-vph reserve capacity, the average
service time tends to remain at a nearly constant level and average service time is a function
of total conflicting flow and reserved capacity being fixed. The delay-based warrant states
that the intersection is efficient at a combination below the curve of the capacity minus the
threshold value of 100-vph reserved capacity.7
6
Transportation Research Board. (2000) Highway Capacity Manual. Washington, D.C.
7
Baid, Rodrigo (1996). Evaluation of Delay on Unsignalized Intersections. Department of Civil
Engineering, University of the Philippines Diliman.
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Methodology
This chapter discusses the different methods utilized by the researchers in order to
acquire results of the study. The location of the study, the materials that was used in order
to aquire the data needed, it also discusses the process on how the data was evaluated, the
population sample of vehicles that is to be examined, the research framework whichshows
the step by step process of the whole study and lastly the data analysis.
3.1 Research Framework
Setting up parameters:
Start Planning and
(Location/Time/
Research
Population)
Data Gathering: Initial walkthrough:

Results
Investigation (Interview/Traffic (Ocular Visit/Site
Operations) Investigation)
Conclusion/
Result Evaluation End
Recommendation
3.2 Location
The site of the study is mainly focused on the U-turn slots at the span of Epifanio
de los Santos Avenue (EDSA) particularly between Monumento to Balintawak. It is a 12-
lane multilane divided highway. A total of three U-turn slots have been evaluated in the
area. The first and second U-turn slots are located within the vicinity of Caloocan while
the third U-turn slot is located within the vicinity of Balintawak. The researchers believe
that this particular location is best for the study because it has a suitable amount of U-turn
slots and the said area is always prone to traffic congestion especially during peak hours.
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3.3 Population/Sample
The survey is done by counting vehicles. The researchers considered the fact that
there are various kind of vehicles taking the U-turn Slot such as motorcycles, tricycles,
passenger cars, vans, trucks and buses. It was decided that the study is mainly focused on
4-wheeled vehicles and above which are utilizing and passing along the slot. The study is
neglecting vehicles such as motorcycles because of their insignificant size and tricycles
because it was observed that it had a low occurrence. The number of vehicles passing along
the U-turn slot is called the Through/Conflicting Traffic Volume while the number of
vehicles utilizing the U-turn slot is called the U-turn Traffic Volume.
3.4 Sampling Day and Time

In order to collect traffic operations data, extensive field measurements were
conducted. A total of 30 hours of traffic operations data was collected, 10 hours for each
U-turn Slot. The survey was conducted during weekdays mainly during the morning and
evening peak traffic hours which is around 7:00 am to 10:00 am and 5:00 pm to 8:00 pm
respectively. The survey also includes noon or off peak hours which is around 12:00 pm to
3:00 pm but it has less traffic operations data. The researchers believe that the indicated
day and time is the most effective parameter in order to gather substantial traffic operations
data because the traffic congestion during the indicated periods is to be expected. Therefore
this is when the U-turn slots will be utilized by motorist the most. Traffic operations data
were not collected during inclement weather, flood or unusual traffic conditions on the
road.
3.5 Research Instrument and Design

The researchers collected traffic operations data with the use of a video camera and
tripod. The video camera must record a view that shows the through or conflicting traffic
volume and U-turn traffic volume. Video camera on the first U-turn slot was set up at
General Tinio Footbridge; the sight is overlooking the U-turn slot and has an adequate
viewing height therefore it is a great area for survey. On the second U-turn slot, the video
camera was set up at General Malvar Footbridge; the sight is also overlooking the U-turn
slot and has an adequate viewing height. The third U-turn slot was recorded at the side of
the south bound lane of EDSA in a parking lot. To achieve an adequate viewing height, the
video camera and tripod was set up on top of a car.
The researchers made use of another method called Floating Car Technique. It is
one of the most common travel-time collection technique employed to date. This technique
consists of hiring a driver and vehicle to drive a vehicle along a preselected route and
measuring the elapsed time and distance traversed. The driver is instructed to pass as many
vehicles as pass him or her so that the vehicle is in effect driving at the median speed of
traffic. (Federal Highway Administration 2013). Another person will accompany the driver
to record the travel time and distance travelled to collect traffic operations data. Although
this technique is used most commonly on arterial roads, the researchers tested it for
traversing U-turn slots. The car used in this survey is owned by one the researchers who is
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also the designated driver. The car is driven at base conditions which means it is done in
the absence of incident, control, traffic, or geometric delay.
This technique was used to determine the ideal travel time of a vehicle that utilizes
the U-turn slot, it was done during midnight with multiple test runs to avoid infractions.
The ideal travel time is the hypothetical travel time that the researchers calculated based
on the test runs which means that it varies for the three different U-turn slots evaluated.
Also, the researchers were able to gather traffic operations data from traffic institutions
such as MMDA and DPWH on the said location for extensive range of data collection.
3.6 Traffic Analysis
The study sites and data collection periods were chosen carefully to cover different
ranges of data for traffic volumes, travel time and delay to increase the validity of the
developed models. The researchers have gathered the following parameters as quantitative
data. The following are measures of effectiveness and tools to analyze traffic flow to
evaluate the operational performance of U-turn slots. (1) Average Travel Time, (2)
Average Delay, (3) Volume of Traffic, (4) Traffic Speed and (5) Geometric Characteristics.
3.7 Data from Recordings
Delay and travel time data were measured on each of the 3 U-turn slots along
EDSA. Video cameras were setup in the field to record traffic data. The traffic operations
data collected is in the span of 10 hours per U-turn slot for a total of 30 hours of traffic
data. The recorded videos were later reviewed in the workroom. From these video files,
each vehicle approaching on the highway passing along the U-turn slot and vehicles taking
the U-turn slot was counted manually. The following parameters were gathered while
reviewing the recorded videos:
4. Traffic Volumes: The major-road through and opposing traffic volume which
is the number of vehicles passing along the slot and not using it. Both of the six
south and six north bound lanes of EDSA are considered. U-turn traffic volume
is also counted manually, these are the vehicles utilizing the U-turn slot.
5. Travel Time: This is the time it took for a vehicle to traverse across a U-turn
slot completely, from the time it decelerates to take the turn and accelerates to
pass through the slot.
6. Delay: It is the excessive travel time a vehicle experience while taking the U-
turn slot. This is calculated by subtracting the ideal turning travel time and the
actual turning travel time.
The reduction of field data was based on a fifteen-minute time interval which is
consistent with the Highway Capacity Manual procedures. In each time interval, the traffic
volume, average delay and average travel time for vehicles making the U-turn were
calculated.
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3.8 Data Analysis
The traffic operations data was reviewed and then analyzed by the researchers
carefully. It was done by inputting the calculated data such as the traffic volume, travel
time and delay in Microsoft Excel. Creating a regression model or equation relating traffic
volume and delay is one of the key factors of this study. The 15-minute time interval was
adopted for model development in this study to be consistent with the Highway Capacity
Manual procedures.
The researchers conducted a model development by using correlation matrices and
regression using Microsoft Excel in order to determine the statistical relationship of these
variables. From the regression results, it can be determined if the data are significantly
related with each other. The resulting data was then tabulated and presented graphically
with the use of relationship charts. Significant differences in the data regarding the
observed parameters were assessed. The findings was evaluated to come up with valid
conclusions and possible recommendations to be discussed in the following chapters.
Results and Discussion
4.1 Introduction
This chapter summarizes the detailed efforts of data collection and data analysis by
the researchers. During the span of September to November in the year 2014, the research
team spent a tremendous amount of time collecting traffic operations data. There are
different kinds of data collected such as, traffic operations data from surveys, data from
traffic institutions and observations of the researchers.
In order to collect the substantial data needed, extensive field measurements were
conducted on the 3 U-turn slots in EDSA, a 12-lane multilane highway ranging from
Monumento to Balintawak with a total of 30 hours of traffic operations data, 10 hours for
each U-turn slot. These U-turn slots were selected based on the circumstances that their
location is prone to traffic congestion.
4.2 Traffic Operations Data
The conflicting traffic volume and the U-turning traffic volume was manually
counted by the researchers by reviewing the recorded videos. The U-turning travel time
was recorded by timing each vehicles that utilizes the slot from a certain point when a
vehicle decelerates to take the U-turn slot and accelerates to fully traverse it. The average
U-turning delay was calculated by subtracting the actual turning travel time with the ideal
turning travel time. The ideal travel time was obtained by the floating car technique. The
geometric characteristics of the U-turn slot was also measured by the researchers in the
field.
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Table 4-1. General information of the U-turn slots.

Ave. Through Ave. Ideal
Opening Opening
U-turn Slot Traffic Speed Turning Travel
Width (m) Length (m)
(km/h) Time (s)
General Tinio 5.5 11 35.68 7.13
U-turn Slot
General Malvar 5.5 14 35.68 7.35
U-turn Slot
Balintawak 5.5 12 35.68 7.22
U-turn Slot
As indicated in the Table 4.1, the geometric characteristics for the 3 observed U-
turn slots are shown. The researchers measured the geometric characteristics in the field
and found out that each U-turn slots has similar median width of 5.5 meters but it varies
on the opening length. The U-turn slot on Balintawak has a median opening length of 12m.
The U-turn slot which has the narrowest median opening length is the one near General
Tinio Footbridge with 11 meters while the U-turn slot below General Malvar Footbridge
has the widest median opening length of 14 meters. The average through traffic speed
values were gathered from the traffic operations data of the Metropolitan Manila
Development Authority (MMDA) on their travel time survey by car along EDSA. The
survey was conducted on January 2014 and has the average value of 35.68 km/h.
The data for the average ideal turning travel time with the values of 7.13, 7.35 and
7.22 for the respective U-turn slots were gathered with the use of the floating car technique.
The car used in this survey is owned by one the researchers who is also the designated
driver. The car is driven at base conditions which means it is done in the absence of
incident, control, traffic, or geometric delay. To simulate this kind of environment the
survey was done at the middle of the night around 12:00 am.
4.3 General Tinio U-turn Slot
interval.
Variable Symbol Mean St. Dev. Min. Max.

Average U-turn Delay (s) 10.16 2.53 7.01 15.58
U-turning Volume (veh) 61.53 8.48 51 79
Conflicting Volume (veh) 553.88 35.28 484 619
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Conflicting U-turning Average Delay
Volume ( ) Volume ( ) ( )
Conflicting Volume ( ) 1 0.646830 0.769276
U-turning Volume ( ) 0.646830 1 0.769276
Average U-Turn Dela (Da) 0.769276 0.674467 1
between two variables. The correlation matrix as can be seen from Table 4-3 shows a high
linear association between the conflicting traffic volume and the average turning delay,
with a correlation coefficient of 0.769 and a relatively less linear association with the
turning traffic volume, with a correlation coefficient of 0.674. Also, the conflicting traffic
volume and turning traffic volume has a correlation coefficient of 0.647 which also has a
significant linear association.
Predictor
Error
Intercept -0.39482 0.42896 -0.92042 0.364948
Conflicting Volume
(Vc) 0.003891 0.00099 3.94985 0.000458
U-turning Volume
(Vu) 0.008596 0.00401 2.09792 0.044739
ANOVA
Significance
Source DF SS MS F
F
26.41157 2.9381x10-7
Regression 2 1.18723 0.59362
Residual 29 0.65179 0.02248
Total 31 1.83902
Adjusted R2 = 62.11% Standard Error of Estimate (SEE) = 0.145
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volume and the U-turning traffic volume are reliable because their values are below 0.05
which means that they are significant in a 95% confidence level while the intercept fails
the 95% confidence level with the value of 0.365 meaning that it will not be included in
the developed model. The coefficients of the conflicting traffic volume and the U-turning
traffic volume are the only values included in the model development. The standard error
of the estimate (SEE) with the value of 0.145 is a measure of the accuracy of predictions
made with a regression line. A lower SEE means the estimated values are closer with the
actual values. All of the calculation for the regression results were done with the use of
Microsoft Excel 2013.
18
16
14
12
10
8
6
4
2
0
45 50 55 60 65 70 75 80 85
18
16
14
12
10
8
6
4
2
0
450 470 490 510 530 550 570 590 610 630
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regression results.
4
3
2
1
Residuals
0
-1 45 50 55 60 65 70 75 80 85
-2
-3
-4
Figure 4-4. Residual plot of the conflicting traffic volume.
4
3
2
1
Residuals
0
-1 450 470 490 510 530 550 570 590 610 630
-2
-3
-4
not violated.
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16
14
12
10
8
6
4
2
0
0 2 4 6 8 10 12 14 16 18
The regression of the developed delay model only includes 32 observations because
there were underlying factors affecting the average turning delay of vehicles such as the
location for this U-turn slot is near a left turn intersection being directed by MMDA traffic
enforcers meaning there were cases in which the U-turn slot is blocked by the queuing
traffic volume of the vehicles waiting for the go signal of the officers for them to pass
through the left turn intersection.
The 32 observations were chosen because they are only observation that shows
minimal infractions brought by the near left turn intersection meaning these observations
are the reliable data for model development.
Ln(Da) = 0.003891Vc + 0.008596Vu
Da =e(0.003891Vc + 0.008596Vu)
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proportional to the conflicting volume and the u-turning volume. The equation has an
exponential relationship because an increase in the number of u-turning vehicles would
generate larger delay since it increases the chances of forming queues in the median U-turn
storage behind the leading vehicles that are waiting to merge with the opposing traffic.
Also as the conflicting traffic volume increases, decrease in gaps between vehicles occur,
thus generating more time of delay as they wait to find an appropriate gaps to make their
turns.
70.0
60.0
= (0.003891 + 0.008596 )
50.0
40.0
30.0
20.0
10.0
0.0
0 20 40 60 80 100 120 140 160
Vc = 450 Vc = 500 Vc = 550 Vc = 600 Vc = 650 Vc = 700 Vc = 750
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Conclusion and Recommendation
5.1 Introduction
This chapter contains the conclusions which are based on the results obtained
during the data analysis and evaluation of U-turn slots. It also includes recommendations
for the improvement of the studied U-turn slots and proposals for development in data
gathering and methodology for future researchers with related study.
5.2 Conclusion
The conflicting traffic volume has a relatively high linear association with turning
traffic delay while u-turning traffic volume has a significant but less linear association with
turning traffic delay which may only be true for the collected data. The developed delay
models that describes the turning traffic delay as a function of the turning traffic volume
for different levels of conflicting traffic volume can help traffic institutions, engineers and
designers in estimating the U-turn slot treatment and make an educated decision about the
design and location of median U-turn intersections for its improvement.
An increase in the number of u-turning vehicles would generate larger delay since
it increases the chances of forming queues in the median U-turn storage behind the leading
vehicles that are waiting to merge with the opposing traffic. Also as the conflicting traffic
volume increases, decrease in gaps between vehicles occur, thus generating more time of
delay as they wait to find an appropriate gaps to make their turns.
From the video observation of the researchers, the discipline of the motorist plays
an important role in the effectiveness of U-turn slots, it can be concluded that the
occurrence of undesirable traffic behavior increase as the length of median opening
increases. These undesirable traffic behavior arises from the competition for limited space
on the median roadway between drivers traveling through the median in the same direction.
Another undesirable traffic behavior is from jeepney drivers taking the U-turn slot,
they frequently generate more travel time delay for both u-turning traffic volume and
conflicting traffic volume because of the weaving and larger turning radius patterns they
take so that they can load and unload passengers on the outer lane of the highway across
the U-turn slot. Also, if the conflicting traffic and through traffic motorists do not take up
most of the inner lane of the highway, the delay experienced by the U-turning vehicles will
lessen because they can traverse the U-turn slot with minimal disturbance.
It would be wise to build median U-turn intersections farther away from
intersections for highways with high traffic volumes because in the case of the U-turn slot
near General Tinio Footbridge, the queuing vehicles on the side of the U-turn slot tends to
block the u-turning traffic which causes the U-turning vehicles to experience an extended
turning travel time.
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5.3 Recommendation
It would be beneficial to associate the developed models with other traffic

operations data at diverse volume and geometric conditions to make the developed turning
delay models as accurate as possible. This study could be applied on different U-turn slots
not only in EDSA but the whole Metro Manila. The traffic institution that manages traffic
calming devices should make their U-turn slot signs more visible and add road paint
markings suggesting whether a U-turn slot is nearby so that it may not cause confusion
among motorist travelling along the highway. They should also monitor traffic situations
regularly impose strict traffic rules and regulations for the betterment of every highway.
For the U-turn slot near General Tinio Footbridge, the researchers propose a relocation of
the slot farther away from the left turn intersection so that u-turning vehicles traversing the
slot does not converge with the queuing vehicles.
The researchers encourages engineering students as well as professionals to take
part of the this study and conduct their own to help improve the unpleasant traffic situation
here in Metro Manila. In addition, future researchers with the same field study should
consider measuring the capacity of U-turn slots, the analysis of crash rate data and weaving
issues in each U-turn locations for an improved operational performance evaluation.
Further studies should also determine the most efficient distance of a U-turn slot from an
intersection for different categories of road geometry and traffic volume to widen the study
and apply it to a more practical way of solving complications on median U-turn
intersections.
6 References
[1] Liu, Pan. "Evaluation of the Operational Effects of U-turn Movement"
(2006).Graduate School Theses and Dissertations. University of South Florida.
[2] Jagannathan, Ram. Synthesis of the Median U-turn Intersection Treatment,
Safety and Operational Benefits (2007).3rd Urban Street Symposium. Seattle,
Washington.
[3] Al-Omari, B. K. Al-AkhrasDelay Model for U-Turn Movement at Median
Openings on Multilane Highways ITE Journal, Vol. 8, No. 3 (March 2014): 42-
47
[4] Liu, P., J.J. Lu, F. Hu, and G. Sokolow. Capacity of U-Turn Movement at
Median Openings on Multilane Highways. Journal of Transportation
Engineering, Vol. 134, No. 4 (April 2008): 147-154
[5] Al-Masaeid, H.R. Capacity of U-Turn at Median Openings. ITE Journal, Vol.
69, No. 6 (June 1999): 2834.
[6] Zhou, H., Hsu, P., and Lu, J., (2003). Optimal Location of U-turn Median
Openings on Roadways.Transportation Research Record, Transportation
Research Board,National Research Council, Washington D.C.
[7] Highway Capacity Manual. Transportation Research Board, Washington, D.C.
2000
Panel Member
Assessment
English Editor
Assessment
Evaluation Rubrics
Group Member
Assessment
Receipt
Final Approval
Form
Poster
ABSTRACT
In metro manila, Traffic congestion is one of the

major problems to be solved. A trip that takes 25
minutes would probably last an hour or more
especially during peak hours. Traffic congestion occur
due to various cases such as accidents, jay walking,
violation of traffic regulations, improper placement of
median U-turns, illegal parking. One of the solutions to
alleviate traffic congestion was the implementation of
the U-turn slots along Metro Manila. U-turns were use
as traffic control facilities; these involve definite
number of vehicles to establish these turns. However, if
the number of vehicles meets or exceeds the
requirement for these turns, it causes traffic congestion
from all directions. The objective of this study is to
analyze and evaluate the operational performance of
Median U-turn Intersection as a traffic control facility in
EDSA from Monumento to Balintawak. To achieve the
objective traffic operation data were collected and
field mesurements were conducted on three U-turns
along Monumento to Balintawak. The study shall help
determine the operational performance of U-turn slots
and evaluate whether the said U-turn are effective.
The data obtained will be used to create a regression
model, a practical chart that could help traffic
engineers in estimating the MUT treatment turning
Variable Sym. Mean Min. Max traffic delay as a function of the turning traffic volume
U-Turn Delay (sec./veh.) Da 19.3 4.2 13.5 27.9 for different levels of conflicting traffic volumes. This
study will also guide the authorities on traffic
U-Turning Traffic Volume (veh) Vu 91.2 11.8 66 117 management and civil engineers to provide solutions
on alleviating heavy traffics with the developed
Conflicting Traffic Volume (veh) Vc 618.0 54.4 513 700
model and proposed recommendations for the U-turn
slots.
Other Required
Forms
Operational Performance
Analysis of Median U-Turn
Intersections as Traffic Control
Facility in EDSA from
by Malaqui Roel
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ORIGINALITY REPORT
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serp-p.pids.gov.ph
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Liu, Pan, Jian John Lu, Huaguo Zhou, and
Gary Sokolow. "Operational Effects of U-Turns
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as Alternatives to Direct Left-Turns", Journal of
Transportation Engineering, 2007.
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"Safety Evaluation of Direct Left Turns Vs
<1%
Right Turns Followed by U-Turns Using Traffic
Conflict Technique", Traffic And Transportation
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turn Location on Operation Efficiency at
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Intersection", 2009 International Conference on
Measuring Technology and Mechatronics
Automation, 04/2009
Publicat ion
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Submitted to KTH - The Royal Institute of
Technology
<1%
St udent Paper
Lu, Linjun, Daimei Wei, Jian John Lu, and

Liu, Pan, Jian John Lu, Fengxuan Hu, and Gary
8
Sokolow. "Capacity of U-Turn Movement at <1%
Median Openings on Multilane Highways",
Journal of Transportation Engineering, 2008.
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Empirical Bayesian Before-and-After Study",
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Publicat ion
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Student
Reflection
Choa, Eddie T.
CE 5/2010140121
REFLECTION
What have you achieved 3 to 5 years after graduation?
In 3 to 5 years of becoming a professional my objective is to gain knowledge in
construction industries , every specific details such as planning, building, handling
construction workers, market value, manufacturing of materials and to know people who
are interested in this kind of business. Achieving a higher position in a firm is not in my
list since, I just want to handle every detail about the project, for me to be successful in
building my own company. One of my highest aspirations is to be one of those who
establishes, or significantly advances, such a corporation. Therefore, I intend to develop
within the scope of one firm. I believe that on my way to achieve my goal I will express
my talents and interests and contribute to societys prosperity.
I want to build a manufacturing firm like the steel asia for this firm is the only
manufacturer of rebar steel in the Philippines. Rebars are necessity in construction and
nowadays Philippines economic growth is increasing, so constructions of condominiums,
office and new buildings can be seen everywhere. Building this firm may help many
developers since not every developers order from steel asia due to the location of the
market, some of them tend to go to the middle man for convenience of delivery but price
are higher, if I can build here in Metro Manila then delivery of product would be efficient.
Jose, Bryan Allen J.
CE-5 / 2010102173
REFLECTION
What have you achieved 3 to 5 years after graduation?
The time has finally come when Im about to graduate from this remarkable
institution called Mapua Institute of Technology. MIT is considered home of top notched
engineers and I am grateful to be a part of this continuing legacy.
When someone asks me on how I see myself in the near future, I tend to think hard
on my goals in life. Im not the kind of person who has his life mapped out from start to
finish, Im the kind of person who takes life day by day and I am proud that this thinking
helped me a lot in my journey towards becoming an engineer. But to answer the question
on how do I see myself three to five years from now, I would like to exhibit some of my
wishful thinkings that someday Ill be glad to have achieved.
I see myself making a good use of my Civil Engineering degree, working
passionately in a company that Im truly honored to be a part of and working with brilliant
people who continuously widens my horizon as a professional, gaining valuable
experiences from my work. I see myself growing as an individual who is responsible, well
known from my work ethic and who contributes to the wellbeing of our society. I also see
myself providing for my parents whom I love, I really want to repay all the sacrifices that
they have done in order for me to become who I am now. I owe it all to them and this
Institute. I want to become a better version of myself every now and then so Ill make every
effort to do what I can in other for me to accomplish my goals.

Malaqui, Roel S.
CE-5 / 2010106522
REFLECTION
What have you achieved 3 to 5 years from date of graduation?
Graduating from college is a major milestone, in fact, it is a stepping stone to other
future life achievements. Part of the adventure is really figuring out who you are and what
you value. For typical twentys, graduating from college is the final move into adulthood.
How I see myself in the future is very simple, a successful professional doing a
good use of my learnings and knowledge as a Civil Engineer, working in a company that
provides me the opportunity to utilize my core skills in assisting with their growth. I see
myself learning new skills that will benefit them and help me achieve my career goals. In
my early years as an engineer, I dont aspire a high salary, what I want is to gain experience
and learn to get along with my co-workers. One of my biggest goals is to have a
construction company that is promoted and managed by my childhood friends who are also
engineers and architects by that time. I also see myself a person known for dedication and
hard work to the company, respectful to my superiors and bosses. I believe the most
important thing is to establish a credit, a reputation and character and as time goes on I
would prepare myself dealing with the office politics and for marketing myself within the
organization.
And of course, I see myself dedicated in supporting my parents as they are
dedicated in providing me all that I need to become who I am. Lastly I see myself blessed
in work since I commit everything for his glory.

Resume
Eddie T. Choa
Present Address: Unit 10B 777 Mandarin Square
Building Ongpin St. Binondo, Manila
Contact Number: +639276127729
E-mail Address: bigboy_edie@yahoo.com
OBJECTIVES:
To be able to work as an engineer that will utilize and enhance my skills and knowledge
in planning, designing and construction in the field of Civil Engineering.
EDUCATIONAL BACKGROUND:
o Tertiary Education : Mapua Institute of Technology

Intramuros, Manila
Bachelor of Science in Civil Engineering
2010 2015
o Secondary Education : Philippine Cultural College
Tondo, Manila
2006 2010
o Primary Education : Philippine Cultural College
Tondo, Manila
1999 2006
AFFILIATIONS:
o Philippine Institute of Civil Engineers Mapua Institute of Technology Student

Chapter (PICE-MITSC)
Member
March 2013 Present
o American Concrete Institute -Philippines(Mapua Student Chapter)

Member
December 2013 Present
EXTRA CURRICULAR ACTIVITIES:
o Bridge Building Competition

Mapua Institute of Technology
1st Place
March 2014
SKILLS:
o Efficient in using Microsoft Office applications such as Word, Excel, and

PowerPoint.
o Fluent in English, Filipino, Mandarin and Fukien language.
o Trained to work under pressure and with minimal supervision.
o Ability to work effectively in a team environment and works positively towards task.
o Can manage multi-tasking
SEMINARS, SYMPOSIUM ATTENDED:
o National Civil Engineering Symposium

University of the Philippines Diliman (UP-ACES)
September 2013
o Post Installed Anchor Technology Seminar
Mapua Institute of Technology (HILTI)
November 2013
o Prestressed Concrete Seminar
Mapua Institute of Technology (Frey-Fil Corporation)
November 2013
o Student Conference on Transportation Research 2014
February 2014
o SHIMIZU: Discovering New Solutions Towards Disaster Resilient and
Sustainability-Oriented Philippine Built Infrastructures
July 2014
ON-JOB TRAININGS
o Andres Balanak Bolanos and Associates (ABBA) Junior Engineer

August 2014 September 2014
o Ironcon Builders and Development Corporation (IBDC) Junior Engineer
October 2014 -- November 2014
o Department of Public Works and Highways North Manila District (DPWH-
NMD) Construction Division
November Present
REFERENCES:
o Engr. Riches Bacero

Civil Engineer, Professor
Mapua Institute of Technology, Intramuros Manila
+639156881059
o Engr. Ivan DL. Marquez
+639179553519
Bryan Allen J. Jose
Permanent Address: 378 Sto. Tomas Sta. Maria,
Bulacan
City Address: Casa Consuelo Building, Solana St.,
Intramuros, Manila
Contact Number: 0916-651-9580
E-mail Address: mang_jose21@yahoo.com
OBJECTIVES:
To be a civil engineer in an industry where I can contribute my knowledge and

skills and acquire experience to achieve growth in my professional career and work
enthusiastically with a team to achieve the goals of the organization.

Intramuros, Manila
2010 2015
o Secondary Education : Saint Paul College of Bocaue
Bocaue, Bulacan
2006 2010
AFFILIATIONS:

Member
March 2013 Present
SKILLS:
o Knowledgeable in Microsoft Office applications such as MS Word, Excel,

PowerPoint
o Basic knowledge in AutoCAD, Google Sketch Up, Etabs and Staad
o Fluent in English, Filipino languag
o Good communication skills
o Good leadership skills

November 2013
o Student Conference on Transportation Research 2014
February 2014
ON-JOB TRAININGS

November Present
THESIS/RESEARCH
PICE Technovation Summit 2014 Winner

Operational Performance Analysis of Median U-Turn Intersections as
Traffic Control Facility along EDSA between Monumento to Balintawak
REFERENCES:

+639156881059
o Engr. Ivan DL. Marquez
+639179553519
Roel S. Malaqui
Present Address: 1145 Santos Teodoro St., Tondo
Manila
Contact Number: (0926) 719 3691
E-mail Address: roel_malaqui@yahoo.com /
rmalaqui12@gmail.com
OBJECTIVES:
I am seeking a company where I can use my experience and education to help the
company meet and surpass its goals.

Intramuros, Manila
2010 2015
o Secondary Education : Adamson University
San Marcelino St. Ermita Manila
2006 2010
o Primary Education : A.C. Hererra Elementary School
Santos Teodoro St. Tondo Manila
2000 2006
AFFILIATIONS:

Member
March 2013 Present
EXTRA CURRICULAR ACTIVITIES:
o JPICE LNM 3rd Bridge Building Competition

Adamson University
Participant
August 2013
o ACI-MITSC 2nd Engineering Mechanics Quiz Bee
Participant
November 2012
ACADEMIC ACHIEVEMENTS:
o Half Academic Scholarship (QWA: 1.71) - 3rd year 4th term, 2012 - 2013
o Full Academic Scholarship (QWA: 1.45) 4th year 4th term, 2013 2014
SKILLS:
o Proficient in English and Filipino languages

o Proficient in 2D AutoCAD, ETABS, Google Sketchup
o Oriented in Microsoft Office Applications. (MS Word, MS Excel and MS
Powerpoint)
o Has the ability to work effectively in a team as well as independently
o Highly motivated and works positively towards task
o Trained to work under pressure
o Fast learner
o National Civil Engineering Symposium

University of the Philippines Diliman (UP-ACES)
September 2013
November 2013
o Prestressed Concrete Seminar
Mapua Institute of Technology (Frey-Fil Corporation)
November 2013
o SHIMIZU: Discovering New Solutions Towards Disaster Resilient and
Sustainability-Oriented Philippine Built Infrastructures
July 2014
ON-JOB TRAININGS

November Present
REFERENCES:

+639156881059
o Engr. Ronald Nabayra
Electronics Engineer
Accenture Incorporated
+639157699339

Operational Performance Analysis of Median U-Turn Intersections As A Traffic Control Facility in

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Operational Performance Analysis of Median

U-Turn Intersections as Traffic Control Facility in

Submitted to the School of Civil, Environmental, and Geological Engineering

In Partial Fulfillment of the Requirements

Mapa Institute of Technology

a guide for us to do our research appropriately and everything that we do would be in

This study is sponsored by the Philippine Institute of Civil Engineers (PICE).

Metropolitan Manila Development Authority (MMDA) and Department of Public

TITLE PAGE ...................................................................................................................... i

APPROVAL SHEET ......................................................................................................... ii

TABLE OF CONTENTS ....................................................................................................v

LIST OF TABLES ........................................................................................................... vii

LIST OF FIGURES ........................................................................................................ viii

CHAPTER 1: INTRODUCTION ........................................................................................1

1.1 Background of the Study ....................................................................................... 1

1.2 Research Problem ................................................................................................... 2

1.3 Objectives of the Study .......................................................................................... 2

1.4 Significance of the Study ....................................................................................... 3

1.6 Scope and Limitation.............................................................................................. 4

CHAPTER 2: REVIEW OF RELATED LITERATURE ....................................................5

2.1 Median U-Turn Intersection .................................................................................. 5

2.2 Design of U-turns.................................................................................................... 6

2.3 Traffic Flow Analysis for Median Openings ...................................................... 7

2.4 Delay and Travel Time .......................................................................................... 8

2.5 Median and Roadway Width to Facilitate U-turns ........................................... 10

2.6 Measuring Delay ................................................................................................... 11

2.7 Capacity of Non-signalized U-Turn Lanes........................................................ 12

2.8 Evaluation of Delay on Unsignalized Intersections ......................................... 13

CHAPTER 3: METHODOLOGY .....................................................................................14

3.2 Overview ................................................................................................................ 14

3.3 Location ................................................................................................................. 15

3.4 Population/Sample ................................................................................................ 18

3.5 Sampling Day and Time ...................................................................................... 18

3.6 Research Instrument and Design ........................................................................ 19

3.7 Traffic Analysis..................................................................................................... 20

3.8 Data from Recordings .......................................................................................... 20

3.9 Data Analysis ........................................................................................................ 21

CHAPTER 4: RESULTS AND DISCUSSION .................................................................23

4.1 Introduction ........................................................................................................... 23

4.2 Traffic Operations Data ....................................................................................... 23

4.3 General Tinio U-turn Slot .................................................................................... 25

4.4 General Malvar U-Turn Slot ............................................................................... 32

4.5 Balintawak U-Turn Slot ....................................................................................... 39

CHAPTER 5: CONCLUSION AND RECOMMENDATION .........................................46

5.1 Introduction ........................................................................................................... 46

5.2 Conclusion ............................................................................................................. 46

5.3 Recommendation .................................................................................................. 48

Table 2-1 Direct Left-turn Delay (Gluck et al., 1999) .................................................9

Table 2-2 Minimum Median Widths to Accommodate

Table 4-2 Data Ranges and Statistical Characteristics for General

Table 4-5 Data Ranges and Statistical Characteristics for General

Table 4-8 Data Ranges and Statistical Characteristics for

Table A-4 Resulting Data of Predicted Delay and Residuals for

Table A-5 Resulting Data of Predicted Delay and Residuals for

Table A-6 Resulting Data of Predicted Delay and Residuals for

Figure 3-1 Map of EDSA: Caloocan Part ....................................................................15

Figure 4-1 Line Fit Plots of U-Turning Volume versus Average

Figure 4-2 Line Fit Plots of Conflicting Volume versus Average

Figure 4-3 Residual Plot of U-Turning Traffic Volume for

Figure 4-4 Residual Plot of Conflicting Traffic Volume for

Figure 4-5 Graph of Predicted Turning Delay vs Measured

Figure 4-7 Line Fit Plots of U-Turning Volume versus Average

Figure 4-8 Line Fit Plots of Conflicting Volume versus Average