PERFORMANCE ANALYSIS AND MODIFICATION OF THE TRAFFIC LIGHTS

SYSTEM IN THE DAYANGDANG-SANTOJA INTERSECTION AND

Santoja-SANTOJA INTERSECTION IN NAGA CITY

by

Jerome B. Imperial, BS CE
Raven Jan B. Mesia, BS CE
Mark Anthony M. Reyes, BS CE

In Partial Fulfillment of the

Requirements of the Degree of Bachelor
Science in Civil Engineering

ENGR. REGINE R. REGLOS

Adviser

Ateneo de Naga University

October 2023
 CHAPTER 1

INTRODUCTION

This chapter presents the background on transportation and the current traffic condition in

Naga City. Moreover, it presents the preliminary idea of the study, particularly the problem,

objectives, significance, and definition of terms.

1.1 Background of the Study

Traffic congestion has become an almost universal phenomenon, and few cities have

managed to avoid the issue of congestion, and even fewer, if any, have managed to find a

solution yet[1]. In the year 2022, according to a study conducted by GoShorty, Manila has a 43%

congestion level and 98 hours of lost time per year, or more than four days that Filipinos spend

stuck in the controversial traffic jams of the Metro [2].

Naga City, dubbed the “Heart of Bicol” for its central geographic location in the Bicol

Peninsula has garnered the top rank for the third consecutive year from 2021 to 2023 as the

"Most Competitive Component City in the Philippines" by the National Competitiveness Council

(NCC) and the Department of Trade and Industry (DTI). Naga City has set the standards in the

four (4) competitiveness pillars regarding infrastructure, economic dynamism, government

efficiency, and resiliency [3]. Along with the extensive number of infrastructure projects and

investment rate is the increased number of vehicles and level of traffic congestion in the major

road intersections in the city. Traffic congestion has become one of the major issues in urban
cities due to the increase in automobiles and limited road infrastructure. In the year 2022 alone,

there was a total number of 48,161 newly registered vehicles [4].

To combat the rising traffic congestion and enhance the traffic system, the Naga City

Government started installing traffic lights around the city's junctions in 2016. However, in some

intersections, traffic lights are currently not operating and traffic enforcers are controlling the

traffic in its stead during rush hours. One of which is the Santoja-Penafrancia intersection.

Meanwhile, the Santoja-Dayangdang intersection was not installed with traffic lights but is one

of the intersections with high traffic volume. Generally, retiming of traffic signals shall be

conducted every three to five years and more frequently if changes in traffic volumes,

population, and roadway conditions are significant [5].

The Local Government Unit of Naga have laid out plans on the construction of bypass

roads, access roads, and road widening projects. However, plans on the development of the

present scope of study have not been laid. While road widening can be an optimal and long-term

solution, urban infrastructure changes will take years to be realized and may not even be feasible.

Traffic signal timing (TST) optimization is one of the most efficient and cost-effective ways to

curtail congestion at intersections and enhance efficiency in the urban network. [5]

By conducting a thorough performance analysis and making necessary modifications to

the traffic lights system, it is possible to enhance the efficiency of the

Dayangdang-Santoja-Penafrancia intersection in Naga City. Ultimately, this study aims to

contribute to improved urban mobility, reduced congestion, and increased convenience for its

residents and visitors.

1.2 Statement of the Problem

Traffic congestion is a universal phenomenon that affects all sectors, which has also

affected Naga City due to the city’s rapid urbanization. This study aims to analyze traffic

congestion and develop a signal design based on Webster’s Method. This study also aims to

analyze the performances of the unsignalized adjacent intersections of Santoja-Penafrancia and

Santoja-Dayangdang and a proposed signalized optimization model of those adjacent

intersections using PVT. VISSIM [6].

1. How can signalizing these intersections improve the current traffic conditions?

2. How much will Webster's Method help in reducing the traffic congestion?

1.3 Aim & Objectives

This study generally aims to improve urban mobility and reduce traffic congestion in the

Dayangdang-Santoja Intersection and Santoja-Penafrancia Intersection in Naga City. It

specifically aims to:

1. Analyze the current traffic control model

2. Propose a traffic control model by utilizing Webster’s Method of Signal Design,

developing a microsimulation model, and assessing its effectiveness.

 3. Evaluate the traffic control model in comparison with the current traffic

conditions at the intersection.

4. Coordinate and synchronize the signal of the adjacent intersection.

1.4 Significance of the Study

The results of this study would benefit other individuals and/or groups in the following ways:

Government and Non-Government Institutions

This study will help institutions such as the City Disaster Risk Reduction Management Office,

Public Safety Office and Traffic management center by providing them with observations and

recommendations based on data for the creation of policies and long-term planning in the field of

traffic management.

Drivers

This study will help the drivers to improve their daily experiences on the road and contribute to

safer, more efficient travel. This can benefit the drivers by avoiding a much waiting time when

they travel.

Commuters.

This study will help commuters improve their commute experience by avoiding delays and

reducing their travel time.

Future Researchers. This study will benefit researchers in the field of transportation as this

may be used as their basis and reference.

 1.5 Scope and Delimitation

Parameters shall be established for the purpose of making this research possible by

specifying the scope and range of the study. The central aim of this study is to propose a traffic

signal timing model to alleviate the worsening traffic conditions in the Santoja-Dayangdang

Intersection and Santoja-Penafrancia Intersection. This study will utilize Webster’s Signal

Timing Method and microsimulation model using PTV VISSIM Software.

1.6 Definition of Terms

Saturation flow - Maximum traffic volume that can pass through a specific road or intersection

under ideal condition, where the intersection is utilized without delays.

Cycle - A complete sequence of the intersection’s traffic signal phases.

Phase - It refers to a particular portion of a traffic signal cycle during which certain traffic

movements or directions are permitted to proceed.

Leg - a road leading away from or towards an intersection. They may be to the right, left, or

straight ahead.

Signalized Intersection - intersections with traffic light controls that signifies when to enter the

intersection.

Unsignalized Intersection - intersections without traffic lights system whereas traffic are

usually uncontrolled.
 CHAPTER II

REVIEW OF RELATED LITERATURE

This chapter includes the ideas, finished thesis, conclusions, and methodologies. The literature

reviews integrated in this chapter helped lay the foundation for the research and familiarize

readers with details relevant to the current study.

2.1 Signalized and Unsignalized Intersection Operations and Energy-Emission

Characteristics

A research published in August of 2023 by Li T., et. al, about a comparative study

between signalized and unsignalized intersections in the context of fuel consumption, emissions,

and traffic volume capacity proved that in most cases, signalized intersections significantly

improved fuel efficiency, reduced emissions of Nox and Co2, and showed greater amount of

capacity of traffic volume. Although the study was leaning heavily towards finding more about

fuel economy and emissions, the study still showed results in terms of traffic volume which is

necessary for their study. The signalized intersection recorded 108 vehicles passing through it

within a single cycle of 100s with an average speed of 33.74km/h on those vehicles that drove

straight. It also recorded 3316 vehicles within the surveillance duration of the 3200s. While the

unsignalized intersection recorded only 66 vehicles passing through it at the same cycle of 100s

at an average speed of 12.86km/h for those vehicles that drove straight. It recorded merely 1602

vehicles within the same period of the 3200s. This study showed that the volume of traffic

accommodated at a signalized intersection is much greater than that at an unsignalized

intersection and while at it, the average speed was also significantly greater at the signalized

intersection compared to the unsignalized intersection. Therefore, signalized intersections are

much more desirable than unsignalized intersections in terms of traffic capacity, speed, and

emissions. [6]

2.2 Optimization Model of Unsignalized Intersection to Signalized Intersection Using PTV.

VISSIM

Attempts in analyzing the effectiveness of signalizing an unsignalized intersection is not

uncommon. A study by Wewewews et al made a signalized optimization model for an

unsignalized intersection using PTV. VISSIM. A program that dynamically simulates road

performance using variables such as road geometry, road environment, and traffic volume[7].

The researchers first gathered information about the intersection which are road geometry, traffic

volume, cycle time, and speed. After that, the researchers evaluated the current road condition

which is unsignalized using the program PTV. VISSIM, and then the results of queue length,

delay, and level of service will be presented to the researchers. Now to compare these results

with the results of a signalized intersection, the same process is done but now with the

modification of adding traffic lights to the program to simulate the scenario. Results from these

simulations result in improvement in the traffic volume in terms of queue length. The current

traffic scheme of unsignalized intersection showed longer queue length while the other

simulations wherein traffic lights were present showed a shorter queue length.

2.3 A review of critical gap estimation approaches at uncontrolled intersections in case of

heterogeneous traffic conditions.

This study investigates how drivers in Ahmedabad, Gujarat, India respond to gaps at an

uncontrolled intersection. Due to heterogeneous traffic conditions, it only shows that the
proposed methodologies for measuring critical gaps are not effective. Methods such as Raff

method, Greenshield method, etc are only for homogenous traffic conditions, so they fall short of

accurately presenting the scenario of the critical gap under mixed traffic conditions. The data

coming from the traffic movement of an uncontrolled intersection shows that there are relatively

low critical gaps. Only the clearing behavior approach, which also takes into account driving

behavior yields acceptable results for both movements[8].

2.4 Webster’s Signal Timing Method

A classical and most widely used method for optimizing traffic signal control models is

Webster’s method which minimizes the total delay time. It establishes a relationship between

vehicle delay and signal timing in the intersection[9]. Signal cycle and proportion of green light

duration are used as independent variables to determine the aforementioned intersection vehicle

delay function[10]. Various studies have shown significant improvement in terms of vehicle

delay, parking times, and queue length. A study conducted in the Xian North Street Intersection

presented a 25.24% decrease in the average vehicle delay and 35.16% in parking time[9].

2.5 Coordinate Signal Timing on Adjacent Intersections

Coordinated signal timing on adjacent intersections is one of the strategies of traffic

management, wherein two or more intersection’s traffic signals are synchronized so that when a

vehicle passes through the first intersection, it will not be delayed or stopped at the next

intersection. A 30 second window known as the “Green Band” allows the driver to see green

light and pass along the roadway. The green band is usually placed around the designated speed

limit. The need to stop is diminished because the car travels through each consecutive
intersection with successive green lights as long as it keeps moving at a constant speed. Based on

Orange County Transportation Authority, synchronization of traffic signals provides us with a

13% reduction in travel time, a 14% increase in travel speed, 52 million less gallons of fuel

consumption and 31% better experience with fewer stops on the roadway[11].

2.6 Microscopic Simulation Model

Critical reviews and research on traffic signal timing often utilize microscopic simulation

models or ‘microsimulation models’ to mimic road traffic, infrastructure, and other forms of

transportation. It makes it possible to assess traffic conditions without conducting actual traffic

tests. Traffic simulation develops mathematical models to show how vehicles might move in

real-time by utilizing the car-following theory. This theory demonstrates how one vehicle moves

continuously in front of another.

Traffic simulation softwares can also be improved to a more detailed simulation that will

also take into consideration the driver behavior for each intersection and routing to avoid

deadlock scenarios in dense traffic conditions. Overall, traffic simulators are considered efficient

in modeling traffic values and helpful in assessing complex road situations, including rush hour,

geometric traffic configurations, and many others.

 CHAPTER 3

METHODOLOGY

This chapter presents the methods in calculating the new traffic algorithm, data collection

procedure, and traffic simulation processes.

3.1 Theoretical Framework

Figure 3.1.1 illustrates the process to be conducted on performance analysis on traffic

congestion and optimization of traffic signal timing using Webster’s method.

3.2 Conceptual Framework

Based on Figure 3.2.1, the independent variables for this study are the traffic data,

Webster’s Signal Timing Method, and PTV Vissim Software. The traffic data consists of

government-obtained information and fieldwork. The researchers will be utilizing PTV Vissim

for the simulation of the current traffic situation and the traffic situation with the proposed traffic

signal timing.

The dependent variables are the variables that the researchers aim to measure in this

study–economic cost, environmental impact, traffic signal timing, and measure of effectiveness.

The output of this study is a coordinated traffic signal timing in the Santoja-Dayangdang and

Santoja-Penafrancia Intersection in Naga City.

Figure 3.2.1

3.2 Data Gathering

3.2.1 Traffic Volume Study

The researchers will perform a traffic volume study to obtain precise information

involving the assessment of traffic delays and counting of overall traffic in the two intersections.
The types of vehicles that are considered in this study are buses, jeepneys, cars, motorcycles,

tricycles, and trucks. Due to minimal presence, pedicabs and bicycles were excluded from the

study.

3.2.2 Traffic Counting

The researchers will conduct a manual traffic count on the Santoja-Dayangdang and

Santoja-Penafrancia Intersection in Naga City during rush hours when traffic congestion is

prevalent. To enhance the accuracy of manual vehicle counting, a camera will be strategically

placed in a nearby building to serve as a guide and reference. The traffic count will be conducted

for 4 days - two Mondays and two Fridays - for 3 hours a day from 8 AM to 9 AM, 11 AM to 12

NN, and 6PM to 7PM.

The collected data will be categorized into two sets namely, calibration data and validation

data. The calibration data will be utilized in determining new green signal timings. The new

green time will be applied to the validation data to analyze whether there are changes in distinct

scenarios.

3.2.3 Traffic Delay Counting

The investigators performed an analysis of traffic delays at the secluded intersection

located on Roxas Avenue in Naga City. They measured a 100-meter stretch on each leg of the

intersection. Subsequently, they recorded the time it took for a vehicle to traverse the designated

100-meter segment. The traffic delay assessment took place from 6 PM to 7 PM, a time frame

characterized by heightened traffic congestion. The gathered data served the purpose of

evaluating the economic repercussions stemming from travel time delays.

3.3 Design Calculation Utilized for Traffic Signal

The researchers will follow Webster’s traffic signal timing method. This method involves

establishing the total cycle length of the signal and resulting in minimum delay at the

intersection. The relation gives the optimum signal cycle time by the Webster’s Method:

1.4𝐿 + 5
𝐶0 = 1−𝑦
(1)

Whereas,

𝐿 = 𝑡𝑜𝑡𝑎𝑙 𝑙𝑜𝑠𝑡 𝑡𝑖𝑚𝑒 𝑝𝑒𝑟 𝑐𝑦𝑐𝑙𝑒

𝑛 = 𝑛𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑝ℎ𝑎𝑠𝑒𝑠

The green time is given as,

𝑦𝑖
𝐺𝑖 = Σ𝑦𝑖
(𝐶0 − 𝐿) (2)

Whereas,

𝑦𝑖 = 𝑐𝑟𝑖𝑡𝑖𝑐𝑎𝑙 𝑓𝑙𝑜𝑤 𝑟𝑎𝑡𝑖𝑜 𝑓𝑜𝑟 𝑝ℎ𝑎𝑠𝑒 𝑖

Critical flow ratio is the ratio of the observed volume and the saturation flow:

𝑣𝑖
𝑦𝑖 = 𝑠𝑖
(3)

Saturation flow is given as the inverse of headway:

3600
𝑠𝑖 = ℎ𝑒𝑎𝑑𝑤𝑎𝑦
(4)

3.4 Simulation Model Development

Traffic microsimulation models were employed to fulfill the objectives of this

investigation. PTV VISSIM was selected as the simulation software due to its adaptability to

various traffic signal algorithms. This approach effectively analyzes how microsimulation
models respond to diverse traffic conditions. The study adhered to the model outlined by the U.S.

Department of Transportation Federal Highway.

a. Organization and Scope of Microsimulation Analysis

This phase outlines the research objectives, addressing the rationale for the analysis, the

questions it seeks to answer, and the target audience. The allocation of time and resources is

established at this initial developmental stage.

b. Data Collection and Preparation

This stage involves gathering and preparing the necessary data to complete the microsimulation

model. It details the required data and the methods employed for data collection.

c. Development of the Base Model

Initiating the model creation using data collected from fieldwork is the focus of this stage. The

aim is to construct a model that is verifiable, reproducible, and accurate by inputting traffic data

and driver behavior options into the simulation software.

d. Error Checking

At this stage, researchers compare the simulated model with real-world situations to identify

disparities. Discrepancies are documented, and efforts are made to rectify errors and

inconsistencies.

e. Comparison of Model Measure of Effectiveness (MoEs)

This step involves thorough comparisons to ensure that the simulation aligns closely with field

data performance. The study endeavors to replicate real-world scenarios for accurate analysis.

f. Model Validation

Similar to step 5, this phase utilizes different sets of data acquired on separate days, as

recommended by FHWA, to validate the model's accuracy.

g. Alternative Analysis

During this stage, the model undergoes modifications, running simulations for various

project alternatives. The study specifically aims to differentiate queue-based signal optimization

from the conventional method and incrementally adjust sensitivity to observe how optimization

responds over time.

3.5 Selection of Measures of Effectiveness

Flow rate maximization is the main goal of this study, which focuses on signal operations

under oversaturated circumstances. As the main effectiveness metric, intersection throughout is

determined. Because they are used in simulation model evaluation and calibration, the FHWA

acknowledges that average system speed and vehicle-hours travel time are critical performance

metrics. These metrics are therefore also chosen as efficacy indicators. Furthermore, delay is a

performance metric that can be used to evaluate how well congestion is being reduced.

● Average Stop Delay: Total standstill time / (Number of vehicles in the network + number

of vehicles that have arrived)

● Total travel time: Total time spent traveling by the vehicles

● Average Speed: Total distance / Total travel time

 ● Average Delay (per vehicle): Total delay / (Number of vehicles in the network + number

of vehicles that have arrived)

3.6 Economic Loss

Traffic congestion has a negative impact on the economy. Economic loss can be

determined by getting the product of the average number of vehicles passing, time delay (in

minutes), minimum wage of municipality, and maximum capacity of the vehicle:

𝐸𝑐𝑜𝑛𝑜𝑚𝑖𝑐 𝐿𝑜𝑠𝑠 = 𝑉𝑉 𝑥 𝑇𝐷 𝑥 𝑀𝑊 𝑥 𝑀𝐶

Whereas:

𝑉𝑉 = 𝐴𝑣𝑒𝑟𝑎𝑔𝑒 𝑛𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠 𝑝𝑎𝑠𝑠𝑖𝑛𝑔 𝑜𝑛 𝑡ℎ𝑒 𝑟𝑜𝑎𝑑

𝑇𝐷 = 𝑇𝑖𝑚𝑒 𝑑𝑒𝑙𝑎𝑦 𝑖𝑛 𝑚𝑖𝑛𝑢𝑡𝑒𝑠

𝑀𝑊 = 𝑀𝑖𝑛𝑖𝑚𝑢𝑚 𝑤𝑎𝑔𝑒 𝑜𝑓 𝑚𝑢𝑛𝑖𝑐𝑖𝑝𝑎𝑙𝑖𝑡𝑦 𝑝𝑒𝑟 𝑤𝑜𝑟𝑘𝑖𝑛𝑔 𝑑𝑎𝑦

𝑀𝐶 = 𝑀𝑎𝑥𝑖𝑚𝑢𝑚 𝑐𝑎𝑝𝑎𝑐𝑖𝑡𝑦 𝑜𝑓 𝑎 𝑣𝑒ℎ𝑖𝑐𝑙𝑒

3.7 Environmental Impact

Traffic congestion has environmental repercussions for cities, notably in terms of increased

air pollution and inefficient fuel consumption. The PTV VISSIM software possesses the

capability to compute the fuel consumption of vehicles and their associated emissions,

encompassing carbon monoxide (CO), nitrogen oxides (NOx), and volatile organic compounds

(VOC).

3.8 Tabulation of Results

 The data to be collected after all the simulations of the intersections will be tabulated,

interpreted, and analyzed. Improvement of the traffic performance will be reflected if the

simulations will display a reduction in stop delays, travel time, total delay, increase in

intersection throughput, and average speed.

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