Effect of Traffic Information

Propagation on EDSA Congestion

Jose Antonio Pascual

Kardi Teknomo

Ateneo De Manila
Department of Information
Systems and Computer Science

Ateneo De Manila
Department of Information
Systems and Computer Science

joaoiep@gmail.com

teknomo@gmail.com

ABSTRACT
Traffic in Metro Manila costs an estimated 2.4 billion Pesos every
day. With Epifanio de los Santos Avenue, or EDSA, being one of
the main thoroughfares, a reduction of traffic would benefit the
whole National Capital Region. This paper would study the
possible effect of better propagation of instantaneous traffic data
for EDSA, allowing drivers to make better informed decisions
regarding what route to take, and if that route should include
EDSA. Traffic updates, including EDSA are available online and
through radio, but this paper will consider the addition of
additional information dissemination techniques such as electronic
signage along EDSA and the adjoining roads.

Categories and Subject Descriptors

I.6.1 [Simulation Theory]:

General Terms
Your general terms must be any of the following 16 designated
terms: Human Factors, Theory.

Keywords
Traffic information

1. INTRODUCTION
Traffic in Metro Manila costs an estimated 2.4 billion Pesos every
day. This is from a combination of wasted resources, mostly fuel,
and wasted productivity. Traffic information for Metro Manila,
and EDSA is available on the internet, and through scheduled
traffic updates on TV and radio. Because internet updates are not
typically readily available for drivers while they are driving, and
because radio updates are only available at certain times, this
paper will attempt to predict the impact of increasing the
proportion of drivers aware of the instantaneous status of traffic
along EDSA, in order to allow them to better decide on routes to
choose. This paper also will factor in drivers who would choose to
take EDSA regardless of traffic status, such as public
transportation, and those whose destinations are along EDSA.

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Associated phenomenon such as over-compensation and

saturation of alternate routes will not be included. [2]
Intelligent transport systems focus on making existing
infrastructure more effective by utilizing modern information
technology. Systems are in place all over the world with Japan and
Singapore among the notable examples. With the existing camera
network installed along EDSA, drivers need to be able to better
utilize the data gathered by the cameras. Current information can
play a big role in a persons choice of route, and an intelligent
transport system cannot focus on collecting data without utilizing
it. [1][4]
There are an estimated 1700 buses that travel along
EDSA every day, while in comparison, there are an estimated
264,067 private vehicles that pass EDSA daily. With the total
estimate is 326,504 vehicles, translating to roughly 60,000
PUV/Jeepneys a day. [2][5]

2. RELATED LITERATURE
Intelligent transportation systems generally consist of two parts,
data collection and implementation. One cannot be effective
without the other as without the proper data, systems such as
variable speed limits, variable message signage and intelligent
traffic signals cannot operate properly. Without systems to
influence traffic, data collection is less useful. [1][4]
Advanced Traveller Information Systems disseminate
and broadcast information about different transit conditions, such
as road congestion, rail or bus stoppage, inclement weather, road
work, and traffic accidents. More advanced systems can even
guide drivers to parking spaces.

3. METHODOLOGY
The number of public vehicles and buses travelling EDSA will be
held at a constant rate based on real data. Average travel speed
will be computed linearly with the average for all vehicle types
used in conjunction with the real life average speed. Buses will
have an arbitrary weight of 6 private vehicles and PUV/Jeepneys
an arbitrary weight of 2.5. The likelihood of drivers to choose
EDSA will be based on current travel speed, with zero average
speed being the lower bound and twice the average peed being the
upper bound. The actual average speed will be used for 50%
chance for drivers to want to take EDSA. The set likelihood will
be multiplied to an arbitrary 90% of the real life average, and
further multiplied to the percentage of information distribution.
The additive inverse of information distribution will be multiplied
to the 90% of drivers and added to the informed drivers. 10% of
drivers are excluded to account for those with no choice but to
take EDSA. Simulations began at the average speed and were run

until a stable value was reached. Likelihood is based on

categorizing the average travel speed into five categories. This is
to account for the manner in which information is conveyed to the
drivers.
Updating category information is delayed one iteration
to account for travel time and attempt to more closely match the
real behaviour of traffic.

5. CONCLUSIONS
Increasing the awareness for traffic conditions along EDSA will
be an effective way to partially alleviate everyday congestion,
though it is not a complete solution.

3.1 Equations
Bus real=

70
2500
10000
km
, Jeepreal =
, Car real=
, Speed real =30
h
h
h
h

Car 2
1

+ 60
Car real
555
Car =Car real (0.1+ ( 0.9 Informed Likelihood )+(0.9 (1Likelihood )))

Speed = Bus 6+ Jeep 2.5+

)( )

Table 1: Congestion categories and likelihoods

Category
Speed
Likelihood*
1=Heavily
Congested
<=10 km/h
20
2=Moderately
Heavily Congested >10, <=20 km/h
40
3=Moderately
Congested
>20,<=30 km/h
60
4=Light Traffic

>30,<=40 km/h

5=Free Flow

>40 km/h

80
100%

4. ANALYSIS
Running the simulations shows a typical average speed gain of up
to roughly 8 km/h at 100% information availability with about
half at 50%. The simulation exhibits spikes more likely towards
full information availability. These spikes are caused by avoiding
high traffic areas leading to temporary relief of congestion
followed by sudden influx of cars taking advantage of the free
roadways. As simulation time increases the phenomenon appears
less often.

REFERENCES
[1] Ezzell, S. 2010, "Intelligent Transportation Systems"
Retrieved from http://www.itif.org/files/2010-1-27ITS_Leadership.pdf
[2] Frialde, M. 10 July 2013, Philippine STAR online. "MMDA
proposes expanded 'number coding' on EDSA". Retrieved
from
http://www.philstar.com/nation/2013/07/10/963881/mmdaproposes-expanded-number-coding-edsa
[3] Hsin-Li, C. and Pin-Chuan, C., "The Impact of Traffic
Information on Drivers' Route Choice - Using Competence
Sets Analysis". Journal of the Eastern Asia Society for
Transportation Studies, Vol. 6, pp. 2425 - 2440, 2005,
retrieved from http://www.easts.info/online/journal_06/2425.pdf
[4] Huo, H. and Levinson, D, 2002, "Effectiveness of Variable
Message Signs". Retrieved from
http://nexus.umn.edu/papers/vms.pdf
[5] Mendoza, M.V. and San Diego, M.G., N.D. "Determination
of Route Measured Capacity of Buses for EDSA". Retrieved
from.http://ncts.upd.edu.ph/main/downloads/finish/7undergraduate-research/27-determination-of-route-measuredcapacity-of-buses-for-edsa

Figure 1: Stabilized values

Figure 2: Upward spikes due to avoidance

Figure 3: Downward spikes due to over-compensation

Figure 1: Upward spikes due to avoidance