1. A Study on Traffic Management
Along EDSA and Quezon
Avenue

2. Chapter 1
Introduction

3. 1.1 Background

4. 1.2 Objective of the Study
Many studies of traffic congestions have shown
various factors that influence the flow of traffic. Roads
have become more congested, commuting time and
distance lengthened, congestion, and comfort level of
public transport decreased and accidents increased.

5. The research principally aims at investigating the effectivity of
the newly implemented projects and policies as well as the
capabilities of MMDA officials.
Hence the following questions were formulated:
1. Is the present management capable in administering its function
as a government authority?
2. Upon the implementation of u-turns, Is there any improvement of
traffic flow?
3. What are the major causes of traffic build-up?
4. Does the newly-installed infrastructures intended for the
pedestrians impair the possibility of accident?
5. Is “yellow lanes for buses” beneficial to public utility vehicles?
6. What remedial solutions can be done to ease traffic congestions?

6. 1.3 Significance of the Study
The study will provide better understanding about the
projects and policies of the MMDA. It is important to the
sense that it explores the major problem encountered by
the traffic officials, motorists and the public.

7. 1.4 Scope and Limitations
Study Area: The span of Epifanio de los Santos Avenue
(EDSA) from Monumento Circle going to Baclaran and
Quezon Avenue which starts from Mabuhay Rotouda to
Quezon City circle.
Focus of the Research: Newly implemented projects
policies, and management capabilities of officials.
It also incorporate the need to use mass transit to
reduce traffic congestion.
Respondents: Traffic officials, drivers, passengers and
internet-users

8. Chapter 2
Theoretical Framework

9. 2.1 Review of Related Studies and Literature
Traffic Engineering in Metro Manila
The Team Project:
To date, traffic engineering in Metro Manila-such as
they are-have been concentrated in DPWH Traffic
Engineering Centre. This was set up under the
Traffic Engineering and Management Team (TEAM)
Project in the late 1970s and has undergone several
phases since that time.

10. Traffic Control and Management Policy and Measures
in Metropolitan Manila
The MMDA through its Traffic Operation Center adopts
and implements various policies, programs and projects
relating to traffic and transportation management in the
Metropolis.‟
New Traffic Control Measures and Their Impacts
PUV Lane Scheme:
• First introduced in 1989 along EDSA, RMB and Espana by virtue of MMC
ordinance 03-89
• There are about 7, 241 franchised PUV units plying in Metro Manila as per
LTFRB records (February 2001). Most of which are operating along EDSA.
• Average travel time of buses (MMUTIS) is 79 minutes.
• EDSA carries most of „the vehicle volume as compared to the other major
thoroughfares.

11. General Objectives:
• To reduce the travel time of PUVs by reserving lanes for their exclusive
preferential use;
• To restrain vehicle traffic by encouraging the use of PUVs especially buses
and discouraging the use of private cars;
• To reduce severity of accidents usually caused by the impact of heavier
vehicles against smaller vehicles by separating vehicle traffic.
Traffic Impact:
• Reduction of travel time, thus increasing travel speed for PUVs;
• Decrease in the severity of vehicular accidents due to weaving maneuvers;
• Limited time for PUV loading and unloading, thus, passengers will not
experience inconvenience due to long delays;

12. EDSA Organized Bus Route
• Controlling the number of buses plying EDSA is crucial in maintaining order
and smooth traffic flow.
• Information:
• 3, 151 franchised buses run along EDSA
• City Buses carry about 275,000 commuters a day compared to MRT3s
303,000 per day
• PUBs, mostly serving EDSA corridor, accounts for 14.9% of the total person
trip (MMUTIS).
• Average bus occupancy is recorded at 46.5 (MMUTIS) „
Objective:
To improve the operation of bus services at EDSA by
controlling the headways between buses dispatch at terminals and
by strictly enforcing the rules on the use of PUV lanes and loading
and unloading areas.

13. Methodology:
• Buses are given color-coded dispatch numbers at
terminals/dispatch areas.
• Buses are dispatched sequentially on a “first in,
‟first out” Timers are installed for loading and unloading
purposes
• Provincial buses are not allowed to load/unload along EDSA
Traffic Impact:
Travel time of buses has been improved as manifested in a survey conducted
before and after the implementation of the scheme, which is from 15 kph.
To 18 kph.

14. Modified Traffic Scheme
“Rotunda-type Intersection”
Information:
• TOC has implemented this scheme mostly on major thoroughfares i.e.
EDSA, C-5, Quezon Ave., SSH – Pres. Quirino and Marcos Hi-way.
• To date, a total of 14 U-turn slots were constructed along QC Ave. to
complement the implementation of the “Quezon Avenue Clearway Project”‟
Objective:
• To increase travel speed especially at intersections, thus, mitigating
travel delays;
• To mitigate occurrence of angle collisions at intersections.

15. Traffic Impact:
• Increase in travel speed especially at intersections,
and travel delays are mitigated;
Angle collisions accidents at intersections are reduced;
• Queuing of vehicles at intersections is controlled.
Future Plans and Schemes:
1. Expansion of “Big Rotunda Scheme”‟ and Clearway Program
2. Construction of Pedestrian Footbridges
3. Formulation of a Policy and Regulation on road Construction
4. To Push for a minimal toll fee charged by „PNCC at
Expressways
5. Opening of Kabihasnan Road for Vehicular Traffic

16. 2.2 Synthesis
This study is closely related to the study conducted
by the Traffic Operation Centre of MMDA. It involves
traffic investigations and analysis regarding the newly
implemented projects and policies.

17. 2.3 Hypothesis
This Study is based on the following hypothesis:
• The management is capable in managing the traffic and
addressing the needs of the motorists.
• There is an improvement upon the implementation of U-turns but
there is a great risks of accident.
• Indiscriminate loading /unloading and swerving of vehicles are the
major causes of traffic build-up.
• Newly-installed vehicles like see-through fences and footbridges
does not consequently abate accident.
• Yellow Lanes for Buses are not beneficial to public utility vehicles.
• The government should encourage the public to shift to mass
transportation and restrict the growth of car ownership.

18. Exposition of the Problem
2.4 CONCEPTUAL Objectives
FRAMEWORK:
Studies
Interviews Distribution
Surveys
of Questionnaires
Law Public
Enforcers Statistical Data
Interpretation of Results
Summary
Solutions and Recommendations

19. 2.5 Definition of Terms
• Bottleneck – a narrow passage where movement is
slowed down
• Clearway avenue – also known as Modified Rotunda
• Corridors – a long, narrow, densely populated area
having two or more major cities
• Queuing – a line of vehicles
• Traverse – to travel across
• Swerving – Transferring from one lane to the other
• Weave length – perpendicular distance from U-turn slot
to an intersection

20. 2.6 Acronyms
• BOT – Board of Transportation
• DPWH – Department of Public Works and Hi-ways
• EDSA – Epifanio de los Santos Avenue
• JICA – Japan International Cooperation Agency
• MIS – Management Operation System
• JOC – Japan Overseas Corporation
• MMDA – Metro Manila Development Authority
• MMETROPLAN – Metro Manila Transport Land Use
and Development Project
• MMTC Metro Manila Transit Corporation

21. • MMTMA – Metro Manila Traffic Management Authority
• MMUSTRAP – Metro Manila Urban Transportation
Strategy Planning Project
• MRT – Mass Rail Transit
• PUJ – Public Utility Jeep
• PUV – Public Utility Vehicle
• MIS – Management Information System
• TEC – Traffic Engineering Centre
• TOC – Traffic Operation Centre
• TIC – Transport Training Centre

22. Chapter 3
Methodology

23. 3.1 RESEARCH DESIGN
Descriptive method was used in this general
procedure, the method describes the nature of a
situation as it exists at the time of the study and explore
the course of a particular phenomenon (Travers, 1978).
It has for its main purpose the description of phenomena.

24. 3.2 SAMPLES AND SAMPLING TECHNIQUES:
The subject of this study are the vehicles passing
through the EDSA and Quezon Avenue.
The respondents were selected based on any of the
following:
• A regular tripmaker
• A Car user
• A passenger
• An MMDA official

25. 3.3 INSTRUMENTATION:
A series of interviews, observations and hand-out
questionnaires were given in this study.
The questionnaires were in two forms, the English
and Tagalog version. The former was translated into
vernacular so as to conform with the common people.
Interview Guide was also made to come up with an
organized interview

26. 3.4 PROCEDURES
ROAD SURVEYS
Road surveys were done to have a deeper
understanding about the problem. The researchers
crossed overpasses and examined the effects of
Yellow Lanes, U-turns and speed of the flow of
vehicles. Likewise investigations of the most
frequently encountered problems were observed.

27. INTERVIEWS
• 1ST Interview (Dec. 15, 2003)
MMDA, Traffic Engineering Centre
• 2nd Interview (Jan. 28, 2004)
MMDA, Traffic Education Department

28. DISTRIBUTION OF QUESTIONNAIRES
Places visited:
Bus Terminals in:
Baclaran and Araneta
Jeepney Terminal in:
Patranco
People who frequent the avenue
were also given questionnaires.

29. The researchers accomplished a total of 55 questionnaires,
30 came from drivers and conductors; and 25 from the
public
The pie graph below shows the distribution, together
with the corresponding percentage.
Respondents
Drivers & Public
Conductors 45%
55%

30. Chapter 4
Results and Discussions
The succeeding discussions were based on
the questionnaires

31. Question: 1.1 Is the present management
of managing the traffic along the
avenue?
Fig.1 Response to the capability of the MMDA
management
NO
aa
40.38
%
59.63%
YES
The difference between choices is 19.24% in favor of the MMDA.

32. Question: 1.2 Is graft and corruption (bribery)
rampant among traffic officials?
Fig.2 Response to graft and corruption among
traffic officials
NO
14.81%
85.19%
YES
Graft and corruption is rampant with a difference of
70.38%

33. Question: 2.1 If you are going to choose are you in favor of
the implementation of
U- turns or the traditional method which uses traffic lights?
Fig.3 Response of drivers and conductors to the Fig.4 Response of the general public to the
implementation of U-turns implementation of U-turns
Traditional
U-turns Method Traditional U-turns
25% 75% Method 32%
68%
“Traditional method which uses stoplights”
was favored by the drivers and conductors
rather than the U-turn slots.

34. Question: 2.2 Are concrete barriers intended for this
scheme (u-turn) prone to accident?
Fig.4 Response of drivers and conductors to the Fig.5 Response of general public to the safety of
safety of concrete barriers used in U-turns concrete barriers used in U-turns
NO
YES 42.86%
65.52% 57.14%
34.48%
NO YES
Note that the two responses of the two groups are almost
identical

35. Question: 2.3 Are the spaces provided for u-turn slots
enough in accommodating turning
vehicles?
Fig.7 Response of drivers and conductors to Fig.7 Response of general public to the
the availability of spaces availability of spaces
NO
24.14% YES
40%
60%
75.86%
NO
YES
Note that the affirmative choice predominates

36. Question: 2.4 After reading the sign “WALANG
TAWIRAN, NAKAKAMATAY” will you:
Fig.8 Response on "cross the road the road"
vs. "take the strenous pedestrian footbridge"
taking the
pedestrian
crossing footbridge
the road
the road 9.09%
90.91%
With the above response there is a possibility that accident
can be prevented. The outcome was dominated by the
second choice with a result of +81.82%.

37. Question: 2.5 Are the fences (located along EDSA)
capable of discouraging pedestrians from occupying
the avenue?
Fig.9 Response on capability of fences in
discouraging pedestrians from occupying the
avenue
YES
75%
25%
NO
The fences are effective in discouraging the pedestrian
from occupying the avenue.

38. Question: 3. Along the avenue, What are the things that
dismay you?
Things that dismay the respondents
Others
Improper driving
etiquette
Too many
signages
Illegally parked
vehicles
Swerving of
vehicles
Indiscriminate
loading & unloading
Too many
construction along
the road
0 5 10 15 20 25
Number of Responses
Drivers & Conductors Public

39. Question: 4.What are the things that satisfy you
regarding the improvement along the avenue?
Things that satisfy the respondents regarding
the improvement along the avenue
Others
Implementation
of reforms and
policies
Newly-installed
infrastructures
Organized re-
routing scheme
An increase flow
of vehicles
0 5 10 15 20
Number of Responses
Drivers & Conductors Public

40. Question: 5.What do you think needs to be improved?
Things to be improved
Others
Nothing
Road-widening
project
No. of MMDA
officials
More traffic signs
Discipline among
drivers
0 5 10 15 20 25
Number of responses
Public Drivers & Conductors

41. 6. On the scale of 1-5, with “5” being the highest and“1”
being the lowest; Please rate the following:
Grade/ Approval
Categories Percentage( %)
Total Rating( %)
MMDA capability in
93/195 47.69 -2.31
managing the traffic
Effectiveness of u-turns 120/195 61.54 11.54
Implementation of
Yellow Lanes for Buses 112/170 65.88 15.88
The flow of traffic 98/175 56.00 6.00
Organized route among
public and private 120/175 68.57 18.57
vehicles
Pedestrian safety 126/180 70.00 20.00
MMDA response about
illegally operating
92/180 51.11 1.11
jeeps, buses, and
FX-taxies
Efficiency of traffic signs 123/180 68.33 18.33
The chairmanship of
Chairman 119/155 76.77 26.77
Bayani Fernando

42. Chapter 5
Summary, Conclusion and
Recommendations

43. 5.1 Summary
• This study was conducted to determine
the capability of MMDA in managing the
traffic along EDSA and Quezon Avenue

44. The following findings were arrived in this study:
• Most of the drivers are against the implementation of
U-turns.
• Graft and corruption is still rampant among traffic
officials.
• Indiscriminate loading and unloading is the major cause
of traffic build-up.
• Most of the respondents were satisfied with the projects
that guarantees pedestrians safety.

45. 5.2 Conclusion and Recommendations
1. That the MMDA is capable in administering its function
thus it is proper to give commendation to the authority
as a government institution.
2. U-turn slots are only applicable to light and moderate
traffic, the implementation of this plan should not be
practiced on major highways considering the frequent
heavy –traffic situation of the Metropolis, similarly
closing the intersections to facilitate the said plan is
inappropriate when there is enormous number of
vehicles traversing the highways.

46. 3. That the most serious cause of traffic build-up is
indiscriminate loading and unloading of public transport
which in return puts to waste the huge investment made
for traffic management measures. Thus, it is
recommended that road user view point should be
further enhanced during the planning stage.
4. Newly-installed infrastructures intended for the
pedestrians impair the possibility of accident.‟
5. That Yellow Lane Scheme shows a favorable impact to
the vehicles. It is recommended to implement this
scheme strictly for smooth flow of traffic.

47. 6. To cope with problem in traffic congestions, there is a
need to concentrate on the development and
improvement of the public transport system. This is with
hope that selected improvements might promote the
mode shift of a considerable private vehicle users to
Mass Transit to reduce traffic congestion significantly.
Thereby recommending the following:
• Strict regulation of car ownership
• No garage, no car policy
• Higher fees on parking areas

48. A Thesis on Traffic
Management Along EDSA and
Quezon Avenue
Presented By:
Santos, Madison G.
Penados, Gary
Mondejar, Michael Angelo
Notada, Arnel
Villeza, Bregnoli