TRAFFIC ASSESSMENT OF COLON ST. - BORROMEO ST. - LEON KILAT ST.

SIGNALIZED MULTI-LEG INTERSECTION

A Project Thesis Presented to the Faculty of the College of Engineering

University of Cebu – Main Campus

Sanciangko St., Cebu City

In Partial Fulfillment of the Requirements for the Degree of

Bachelor of Science in Civil Engineering

By:

Adrian C. Amaba

Justine Y. Constantino

Meralym M. Equibal

October 2018

1
 APPROVAL SHEET

This thesis paper entitled “Traffic Assessment of Colon St. – Leon Kilat St. –
Borromeo St. Signalized Multi-Leg Intersection” has been prepared and
submitted by Adrian C. Amaba, Justine Y. Constantino and Meralym M. Equibal
in partial fulfilment of the requirements for the degree Bachelor of Science in Civil
Engineering and is hereby examined, accepted and approved.

ENGR. LARRY C. ZAFICO ENGR. KENNY GLENN SILUD

Adviser Panel Member

ENGR. FEDERICO A. AVES JR.

Chairman/Research Coordinator, College of Engineering

ENGR. GREG R. BELONGILOT

Dean, College of Engineering

2
 ACKNOWLEDGEMENT

The researchers would like to thank first, the divine providence, the

Almighty one, who enlightened their minds, gave strength and made the study

possible.

The researchers would like to extend their greatest gratitude to the people

who helped, contributed, and supported them in the success and completion of

the study.

Our high indebts, to Engr. Larry Zafico, our adviser, who guided and

assisted in the making of the study and also to Engr. Kenny Glenn Silud for

sharing to us his ideas, giving us pointers and instructions.

Warm appreciation to Engr. Federico Aves, the subject adviser, and Engr.

Greg Belongilot, the Dean, who passionately gave inspiration in the course.

And Lastly to the parents, for their profound and never-ending love and

support in terms of financial, moral, spiritual, and emotional support throughout

the study.

3
 TABLE OF CONTENTS

Page
Approval Sheet i
Acknowledgement ii
Abstract vii
Chapter 1
The Problem and Its Scope

1.1 Rationale of the Study 1

1.2 Theoretical Background 4
1.3 Flow of Research Process 7
1.4 Statement of the Problem 8
1.5 Significance of the Study 9
1.6 Definition of Terms 10
1.7 Research Design 13
Chapter 2
Presentation of Results, Analysis and Interpretation 16
Chapter 3
Findings, Conclusions, and Recommendations 25

Bibliography 27

References 28

Appendices 29

Curriculum Vitae 32

4
 LIST OF TABLES

Page
Table 1: Vehicle Hourly Volume for Morning Peak Hour 16
Table 2: Vehicle Hourly Volume for Eveniing Peak Hour 16
Table 3: PHASE 1 and PHASE 4 Traffic Movement and Volume 18
Table 4: PHASE 2 Traffic Movement and Volume 19
Table 5: PHASE 3 Traffic Movement and Volume 20
Table 6: PHASE 6 Traffic Movement and Volume 21
Table 7: Critical Movement and Volume per Phase 22
Table 3-2: Volume-to-capacity ratio threshold descriptions for the 24
Quick Estimation Method
Table B-6: Intersection Level of Service Definitions 24

5
 LIST OF FIGURES

Page
FIG.1. PHASE 1 and PHASE 4 Traffic Movement 18
FIG.2. PHASE 2 TRAFFIC MOVEMENT 19
FIG.3. PHASE 3 TRAFFIC MOVEMENT 20
FIG.4. PHASE 6 TRAFFIC MOVEMENT 21

6
 LIST OF APPENDICES

Page

APPENDIX A: Transmittal Letter for CITOM - Cebu City 29

APPENDIX B: Documentation 30

7
 ABSTRACT

A primary objective of assessing a signalized intersection is to move

people through an intersection safely and efficiently. Achieving this objective

requires a plan that allocates right-of-way to the various users. This plan should

accommodate fluctuations in demand over the course of each day, week, and

year. Because travel demand patterns change over time, the signal timing plan

should be periodically updated to maintain intersection safety and efficiency.

Moreover, Colon Street intersections must be necessarily considered upon

development of its different traffic aspects.

Therefore, the researchers assessed the capacity and level of service of

the signalized intersection in Colon St. – Leon Kilat St. – Borromeo St. using

Manual Counting Method and Quick Estimation Method.

Based on the findings accumulated, the designated intersection needs

more efficient traffic signal operation which is vital for a smooth traffic flows in

signalized network, and well-maintained signal operation is greatly beneficial for

road users. In concern with the findings and conclusions, the researchers

recommend that the local government council should ensure the presence of

traffic management and security agencies at junctions to reduce the rate of red

light running which may cause accidents and obstructs free flow of traffic and that

traffic management agencies should take action upon redesigning the traffic

system of each intersection in Colon Street by updating the signal timing for each

traffic light and repairing the damages.

8
 CHAPTER I

THE PROBLEM AND ITS SCOPE

1.1 Rationale of the Study

In a city where urbanization and development abounds, the problem of

urban traffic requires more and more priority, and the traffic congestion has

become a major problem restricting urban development. There have been

numerous attempts and ways in solving traffic, constructing highways, high

speed roads, railways; all expected to play their roles in reducing traffic.

Traffic is defined as pedestrians, bicyclists, ridden or herded animals,

vehicles, streetcars, and other conveyances either singularly or together while

using any highway for purposes of travel. It is with this need to assign the right of

way at locations that we consider the dual purpose of traffic signals —efficiency

and safety— which in some cases seem to be conflicting. Safety may be seen as

an element needed to be sacrificed in order to achieve improvements in

efficiency and meet ever-increasing demands. The reality is that traffic signals

can, and in fact must, serve both operational efficiency and safety based on the

conditions.

Transportation operations and management involve the development of

traffic engineering solutions to guarantee the smooth movement of traveling

entities on the transportation network. This includes the development of signs,

signals, marking, movements, tolls, intelligent transportation systems, and other

solutions that facilitate the movement of vehicles on a roadway system.

9
 An important part of traffic control is the intersection management,

including signal control and channelization optimization. As a result, many traffic

investigators have been focusing on the methods to improve intersection

management.

Metro Cebu is the second largest metropolitan area after Metro Manila.

Cebu City is one of the cities in Metro Cebu with a population of about 800,000

people. Congestion in Cebu City is particularly acute, with peak traffic speeds of

10 km per hour along the three major urban arterials in the core. Vehicle

ownership has been growing at about 6 percent annually over the past two

decades and is expected to accelerate over the next 10 to 15 years as incomes

continue to rise.

Vehicle ownership is dominated by motorcycles, with over 18 percent of

the households owning one or more; about 10 percent own a bicycle and less

than 3 percent own a car. Of the motorized travel, jeepneys are the dominant

mode carrying over 50 percent of the motorized person trips. The past few years

has witnessed emergence of motorcycles as a public transport mode (referred to

as ―Habal-Habal), which account for over 20 percent of the motorized person

trips. Travel by private car or taxis accounts for less than 5 percent of the

motorized person trips. Public Utility Jeepneys (PUJs) form the backbone of

public transport provision in Cebu. There are estimated 8,329 PUJs, 5,788 taxis

and 952 buses and mini-buses operating in the City. Jeepneys comprise less

than 25 percent of the vehicle traffic stream on major Cebu corridors but their

impact is much more in terms of their share of passenger car equivalent units.

10
 In the absence of a coordinated response, the transport situation is likely

to get worse as most of the economic and land development in Cebu City

continues to occur at the city‘s extremities at relatively low densities. This

sprawling pattern of urban development and the increased motorization that

comes with increasing incomes will only exacerbate the current negative

conditions if not promptly addressed.

Colon Street, the oldest street in the Philippines, is presently a huge and

vital site of economic activity and became a very busy and crowded street in

downtown Cebu City. It is often clogged with traffic, as the many jeepneys drop

off and pickup passengers as they transit through the area.

The scope of the study is focused on the assessment of the Colon St. –

Leon Kilat St. – Borromeo St. signalized intersection by determining its capacity

and level of service. To assess the said intersection, the researchers gathered

vehicle traffic volume for every phase manually which were used as basis in

determining the critical volume to capacity ratio.

The study is limited only on the vehicular traffic movement and volume

within the location in analyzing the current capacity of the intersection for its

improvement, efficiency and designing of effective traffic signal timing.

11
1.2 Theoretical Background

Concentrated populations in urban areas have resulted in traffic congestion

common to major cities around the world. Many capital cities suffer urban congestion

that carries a social cost. Recently traffic problems are becoming increasingly

serious in urban area such as traffic jams, road accidents and vehicle emission.

Among them, traffic congestions affect urban citizens’ daily life severely,

especially at intersections. Actually congestion not only enlarges the travel cost,

but also produces more emission to environment.

Innovative methods are required to develop traffic management for urban

streets and intersections to ease traffic congestion problems. Worldwide

research of traffic management indicates that if urban signalized intersections

were made more efficient, there would be a substantial reduction in traffic

congestion, with resulting benefits for the economy and environment.

Since people first used signals to control traffic at urban street

intersections in 1868, traffic management has undergone enormous development.

Departure models (i.e. models describing queues departing from signalized

intersections), for example, are essential tools used to characterize dynamic

traffic flow performance at urban signalized intersections as they directly

contribute to signal timing setup.

Intersections are the most complex and hazardous areas of the road

network, and 89% of accidents at intersection are caused by driver error. We

focus on these accidents and propose a novel approach to risk assessment.

12
 Traffic signal capacity and timing analysis techniques are presented as

an aid for operational design of signalized intersections. The report introduces

several changes to the existing methods, a basic change being from "phase-

related" methods to "movement- related" methods. A critical movement

identification method is presented as a procedure which automatically satisfies

minimum green time constraints and allows the use of different degrees of

saturation for different movements.

Capacity and level of service are two important terms applied to traffic

operation and are given suitable definitions by highway capacity manual.

Capacity represents the ability of the system to handle traffic whereas level of

service looks at the system from the drivers perspective. The fundamental

diagrams of traffic flow can be used in the representation of level of service.

Level of service ranges from level A to F, representing the free flow conditions

and F representing the worst traffic conditions like less speed, high density etc.

Efficient geometric design and signal timing not only improve operational

performance at signalized intersections by expanding capacity and reducing

traffic delays, but also result in an appreciable reduction in traffic conflicts, and

thus better road safety.

It is imperative to come up with a standard transport planning and traffic

management framework that will consider the rapid development of cities, as

well as growing urban centers and regions, while at the same time considering

their peculiarities, conditions, and environments. Similarly, it is already

appropriate to equip these cities, urban centers, and regions with the strategies

13
to best address their growing transport requirements and properly manage their

respective traffic situations. This would necessitate the development of modular

capacity-building programs suited for their levels of development and

urbanization.

A number of studies had noted that urbanization in the Philippines is one

of the fastest in the Southeast Asia. Along with the high concentration of people

and activities, Metro Manila is severely wanting in basic infrastructure,

specifically in the transport sector. Sadly, other major cities, like Cebu, Davao,

and Iloilo City, are trudging this same ignominious path.

However, in developing capability-building programs for Philippine cities

on transport planning and traffic management, it is necessary to assess the cities’

current levels of capability in and knowledge of transport planning and traffic

management, as well as their understanding of the roots and manifestations of

transport and traffic problems.

14
1.3 Flow of Research Process

Problem Proposal

Planning

Data Gathering

Analysis and
Interpretation of Data

Conclusion and
Recommendations

15
1.4 Statement of the Problem

Cebu’s traffic condition has turned from bad to worse in recent memory

specifically in downtown Colon which is already crowded and a bit run-down due

to its site of fashionable shops, offices, malls, movie houses and other

commercial buildings.

This study will only assess the Colon St. - Borromeo St. - Leon Kilat St.

signalized intersection and give recommendations basing on the results.

The study will also answer the following sub problems:

1. What is the capacity of the Colon St. - Borromeo St. - Leon Kilat St.

signalized intersection?

2. What is the current intersection status and level of service of the Colon St.

- Borromeo St. -Leon Kilat St. signalized intersection?

3. Based on findings, what are the corresponding action plans needed?

16
1.5 Significance of the Study

The study would benefit the following people:

Pedestrians

It will help in providing better pedestrian traffic system in the Colon St. -

Borromeo St. - Leon Kilat St. signalized intersection.

Drivers

It will help in providing better time allocation and more organized traffic

flow.

Traffic Management Operators

It will serve as a guide in providing and developing better and more

organized traffic flow in the Colon St. - Borromeo St. - Leon Kilat St. signalized

intersection.

Researchers

It will help exercise their ideas in traffic management.

Future Researchers

It will serve as a reference for future studies with regards to the

improvement and better understanding of traffic management.

Civil Engineering Students (Specialized in Transportation/Traffic

Engineering)

It will serve as basis for parallel studies concerning traffic assessments on

signalized intersections.

17
1.7 Definition of Terms

Capacity - the maximum rate at which vehicles can pass through the intersection

under prevailing conditions. It is also the ratio of time during which vehicles may

enter the intersection.

Critical movement analysis - a simplified technique for estimating phasing

needs and signal timing parameters.

Critical volume-to-capacity ratio - the proportion of available intersection

capacity used by vehicles in critical lane groups.

Cycle Length - the time required for a complete sequence of signal indications.

Highway Capacity Manual - a National Academies of Science/Transportation

Research Board manual containing a collection of state-of-the-art techniques for

estimating the capacity and determining the level-of-service for transportation

facilities, including intersections and roadways as well as facilities for transit,

bicycles, and pedestrians.

Lost Time - the portion of time at the beginning of each green period and a

portion of each yellow change plus red clearance period that is not usable by

vehicles.

18
Motor Vehicles - a road vehicle powered by an internal combustion engine; an

automobile.

Peak-hour factor - the hourly volume during the maximum-volume hour of the

day divided by four times the peak 15-min flow rate within the peak hour; a

measure of traffic demand fluctuation within the peak hour.

Pedestrians - a person walking along a road or in a developed area.

Phase - a controller timing unit associated with the control of one or more

movements.

Queue - a line or sequence of people or vehicles awaiting their turn to be

attended to or to proceed.

Quick-Estimation Method - a method detined in Chapter 10 of the HCM 2000

that allows an analyst to identify the critical movements at an intersection,

estimate whether the intersection is operating below, near, at, or over capacity,

and approximate the amount of green time needed for each critical movement.

Total lost time - the time per signal cycle during which the intersection is

effectively not used by any movement; this occurs during the change and

clearance intervals and at the beginning of most phases.

Traffic - vehicles moving on a road or public highway.

19
Traffic Congestion – is when vehicles travel at slower speeds because there

are more vehicles than the road can handle.

Traffic Count - is a count of vehicular or pedestrian traffic, which is conducted

along a particular road, path, or intersection.

Volume - the number of persons or vehicles passing a point on a lane, roadway,

or other traffic-way during some time interval, often 1 h, expressed in vehicles,

bicycles, or persons per hour.

Volume-to-Capacity Ratio - also known as degree of saturation is a ratio of

demand volume to the capacity for a subject movement.

20
1.8 Research Design

Research Methods

1. Gathering of data by manual traffic counting method (in 15 min. interval) during

the morning and evening peak hours of Monday, Friday, and Saturday.

2. Determining the maximum traffic count volume.

3. Tabulation of the vehicular movements of each phase of the intersection and

its corresponding volume.

4. Determining the critical volumes in each phase.

5. Computing the volume to capacity ratio using quick estimation method.

6. Assessment on the signalized intersection basing the computed volume-to-

capacity ratio and its level of service.

7. Design of new effective time for signal lights in the intersection, if necessary as

per assessment result in step 6.

Research Environment

The study was conducted at Colon Street - Borromeo Street - Leon Kilat Street

signalized multi-leg intersection in Cebu City.

21
22
Data Analysis

Critical Volume-to-Capacity Ratio

Critical volume-to-capacity ratio, (v/c) is computed by dividing the overall

critical volume by the overall intersection capacity, after adjusting the intersection

capacity to account for time lost due to starting and stopping traffic on each cycle.

To assess intersection volume-to-capacity ratio, formula given:

𝑪𝑺
𝒙𝒄𝒎 =
𝑳
𝑹𝑺(𝟏 − )
𝑪

Where:

𝑥𝑐𝑚 = Critical volume-to-capacity ratio, (v/c)

C = Cycle Length

CS = sum of critical movement volumes

RS = reference sum (capacity) = 1530 × PHF × fa

 1530 is the suggested vphpl for most purposes by HCM QEM

Volume during peak hour

 PHF =
4 𝑥 volume during peak 15 min within peak hour

 Adjustment factor for area type, fa = 0.90 for Central Business District,

L = total lost time = critical phases x lost time (seconds) per phase

23
 CHAPTER 2

PRESENTATION OF RESULTS, ANALYIS AND INTERPRETATION

Manual Vehicle Traffic Count

The tables presented below are the vehicle traffic count in a 15 – minute

interval of a peak hour.

Table 1. Vehicle Hourly Volume for Morning Peak Hour

Morning Peak Hour

Time Monday Friday Saturday
7:00 – 7:15 AM 661 643 582
7:15 – 7:30 AM 781 613 615
7:30 – 7:45 AM 899 843 686
7:45 – 8:00 AM 989 881 702

Total Hourly Volume 3330 2980 2585

Table 2. Vehicle Hourly Volume for Evening Peak Hour

Evening Peak Hour

Time Monday Friday Saturday
6:00 - 6:15 AM 824 993 762
6:15 - 6:30 AM 843 868 827
6:30 - 6:45 AM 931 945 758
6:45 - 7:00 AM 807 775 719

Total Hourly Volume 3405 3581 3066

24
 Table 1 shows that Monday has the most number of hourly volume in a

morning peak hour while Table 2 shows that Friday has the most number of

hourly volume in an evening peak hour. In comparison between the two, the

maximum volume obtained will be used as basis in determining the capacity of

the designated location of the study.

25
 Vehicular Movements of each Phase and its corresponding Volume

PHASE 5

FIG.1. PHASE 1 and PHASE 4 Traffic Movement.

Table 3. PHASE 1 and PHASE 4 Traffic Movement and Volume

PHASE VEHICLE MOVEMENT Traffic Volume (veh/hr)

Colon to Colon 360
1 Colon to Leon Kilat (RT – Phase 6) 70
Colon to Borromeo 229
Colon to Colon 653
4
Colon to Leon Kilat (RT – Phase 3) 24

26
 PHASE 5

FIG.2. PHASE 2 TRAFFIC MOVEMENT

Table 4. PHASE 2 Traffic Movement and Volume

PHASE VEHICLE MOVEMENT Traffic Volume (veh/hr)

Borromeo to Colon (RT ) 97
Borromeo to Leon Kilat (RT) 234
2 Borromeo to Borromeo 611
Borromeo to Colon (LT) 235
Borromeo to Leon Kilat (LT) 21

27
 PHASE 5

FIG.3. PHASE 3 TRAFFIC MOVEMENT

Table 5. PHASE 3 Traffic Movement and Volume

PHASE VEHICLE MOVEMENT Traffic Volume (veh/hr)

Leon Kilat to Colon 66
3 Leon Kilat to Leon Kilat 207
Leon Kilat to Borromeo 69

28
 PHASE 5

FIG.4. PHASE 6 TRAFFIC MOVEMENT

Table 6. PHASE 6 Traffic Movement and Volume

PHASE VEHICLE MOVEMENT Traffic Volume (veh/hr)

Leon Kilat to Colon 490
6 Leon Kilat to Leon Kilat 191
Leon Kilat to Borromeo 24

29
Critical Movement Volumes in Each Phase

From the figures above, critical phase volumes were tabulated to

determine the overall critical volume that produces an estimate of how much

traffic the intersection needs to accommodate.

Table 7. Critical Movement and Volume per Phase

PHASE Critical Movement Critical Phase Volume (veh/h)

1 Colon to Colon 360

2 Borromeo to Borromeo 611

3 Leon Kilat to Leon Kilat 207

4 Colon to Colon 653

6 Leon Kilat to Colon 490

Overall Critical Volume 2321

30
 Computations of Critical Volume to Capacity Ratio

𝟑𝟓𝟖𝟏
PHF (Peak Hour Factor) = = 0.90
𝟒 𝐱 𝟗𝟗𝟑

CS (sum of critical movement volumes) = 360 + 611 + 207 + 653 + 490

CS = 2321 veh/h

RS (reference sum) = 1530 x 0.90 x 0.90

RS = 1239.30 vphpl

L (total lost time) = 5 critical phases x 4 s per phase

L = 20 sec.

𝑥 2321
𝑐𝑚 = 20 = 2.1 (𝑛𝑒𝑎𝑟 𝑐𝑎𝑝𝑎𝑐𝑖𝑡𝑦)
1239.30(1− )
177

Thus, basing the computed critical volume-to-capacity ratio (v/c), the

signalized intersection and level of service will be assessed through Table 3-2

and Table B-6 respectively.

31
 The signalized intersection status from the critical volume-to-capacity ratio

can be determined through the status thresholds given in table 3-2.

Descriptions of levels of service for signalized intersections, together with

their corresponding V/C’s (volume-to-capacity ratios), are presented in Table B-6.

32
 CHAPTER 3

FINDINGS, CONCLUSIONS, AND RECOMMENDATIONS

FINDINGS

From the presentation of data and computations, the overall critical

volume of the intersection is 2321 veh / h. The critical volume to capacity ratio of

signalized intersection is then computed and resulted with 2.1 value. Basing on

the volume to capacity ratio, the level of service of the intersection belongs to

LOS F.

CONCLUSIONS

 From the gathered data, the existing designed capacity of the signalized

intersection cannot accommodate the traffic flow.

 Based on the obtained value for the critical volume to capacity ratio which

is 2.1, the assessment for the signalized intersection status of Colon St. –

Leon Kilat St. – Borromeo St. states that the demand exceeds the

available capacity of the intersection; excessive delays and queuing are

anticipated.

 Based also on the 2.1 critical volume to capacity ratio, the level of service

of the signalized intersection is F wherein there is a total breakdown of the

stop-and-go operations. The intersection is oversaturated and requires

significantly different approaches for signal timing.

33
RECOMMENDATIONS

In concern with the findings and conclusions, the researchers recommend

the following:

1. Traffic management agencies should have an assessment within the

intersection periodically, because the demand of traffic flow increases as

the population increases.

2. Road users are encouraged to follow traffic rules and regulations in order
to minimize traffic congestion and traffic security personnel’s presence at

junctions must be ensured to maintain organized traffic flow in the

intersection.

3. Traffic management agencies should take action upon redesigning the

traffic system of each intersection in Colon Street by updating the signal

timing for each traffic light and repairing the damages to minimize conflict

points in the assigned right of ways of different traffic streams.

4. For further study, redesigning the effective time of the traffic signals within
an intersection can be done using the methods and formulas given by the

Traffic and Highway Engineering book by Garber and Hoel, 4 th edition.

34
BIBLIOGRAPHY

(n.d.). Retrieved from http://www.yourdictionary.com/traffic

(n.d.). Retrieved from https://dictionary.cambridge.org/us/dictionary/english/traffic

(n.d.). Retrieved from http://aer.ph/traffic-management/

(n.d.). Retrieved from http://www.everythingcebu.com/attractions/historical-

sites/roads-of-antiquity-colon-street/

(n.d.). Retrieved from https://www.phillife.co/history-colon-street/

(n.d.).Retrieved from https://today.oregonstate.edu/news/traffic-signal-

countdown-timers-lead-improved-driver-responses

(n.d.). Retrieved from http://coe.fit.edu/civil-

construction/civil/programs/transportation_engineering.php

(n.d.). Retrieved from http://www.ideiasamodadoporto.com/wp-

content/uploads/2013/12/What-do-we-know-about-the-signal.pdf

(n.d.). Retrieved from http://pubdocs.worldbank.org/en/637331531492550417/

1758 -XCTFPH062A- Philippines-Project-Document.pdf

35
REFERENCES

Highway Capacity Manual (HCM) (2000). Transportation Research Board,

Washington DC: National Research Council.

Rodegerdts, L., B. Nevers, B. Robinson, J. Ringert, P. Koonce, J. Bansen, T.

Nguyen, J.McGill, D. Stewart, J. Suggett, T. Neuman, N. Antonucci, K. Hardy,

and K. Courage. Signalized Intersections: Informational Guide. Report No.

FHWA-HRT-04-091. Federal Highway Administration,

Washington, D.C., August 2004.

Garber and Hoel (2009). Traffic and Highway Engineering, 4th Edition, Cengage

Learning, Canada.

US Department of Transportation (2008). Signal Timing Manual

36
 APPENDIX A

Transmittal Letter for CITOM – Cebu City

37
 APPENDIX B

Documentation

38
39
CURRICULUM VITAE

ADRIAN C. AMABA
adrianamaba1997@gmail.com
09071482167

Personal Details
Name : Adrian C. Amaba
Nickname : Drian
Address : Mantalongon, Dalaguete, Cebu
Telephone : N/A
Age : 21 years old
Date of birth : April 26, 1997
Place of birth : Mantalongon, Dalaguete, Cebu
Citizenship : Filipino
Gender : Male
Marital status : Single
Religion : Roman Catholic

Educational Background
Tertiary : University of Cebu-Main Campus, S.Y. 2014-present
Address : Sanciangko St., Cebu City
Secondary : Mantalongon National High School, S.Y. 2010-2014
Address : Mantalongon, Dalaguete, Cebu
Primary : Mantalongon Elementary School, S.Y. 2004-2010
Address : Mantalongon, Dalaguete, Cebu

Employment History
Company : University of Cebu-Association of Working Scholars
Position : Office Assistant
Employment date : May, 2015-present

40
CURRICULUM VITAE

JUSTINE Y. CONSTANTINO
justanteta@gmail.com
09212633134

Personal Details
Name : Justine Y. Constantino
Nickname : Tine
Address : Poblacion, Medellin, Cebu
Telephone : N/A
Age : 20 years old
Date of birth : July 20, 1998
Place of birth : Poblacion, Medellin, Cebu
Citizenship : Filipino
Gender : Female
Marital status : Single
Religion : Roman Catholic

Educational Background
Tertiary : University of Cebu-Main Campus, S.Y. 2014-present
Address : Sanciangko St., Cebu City
Secondary : Medellin National Science and Technology High School,
S.Y. 2010-2014
Address : Poblacion, Medellin, Cebu
Primary : Medellin National Science and Technology School (Elem
Dept.) S.Y. 2004-2010
Address : Poblacion, Medellin, Cebu

Employment History
Company : University of Cebu-Association of Working Scholars
Position : Office Assistant
Employment date : April, 2014-present

41
CURRICULUM VITAE

MERALYM M. EQUIBAL
meralym.97@gmail.com
09071203110

Personal Details
Name : Meralym M. Equibal
Nickname : Mera
Address : Ormoc City, Leyte
Telephone : N/A
Age : 20 years old
Date of birth : November 13, 1997
Place of birth : Hibulangan, Villaba Leyte
Citizenship : Filipino
Gender : Female
Marital status : Single
Religion : Protestant

Educational Background
Tertiary : University of Cebu-Main Campus, S.Y. 2014-present
Address : Sanciangko St., Cebu City
Secondary : Western Leyte College, S.Y. 2010-2014
Address : Ormoc City, Leyte
Primary : Baptist Bible Special Learning Center of Ormoc,
S.Y. 2004-2010
Address : Ormoc City, Leyte

Employment History
Company : N/A
Position : N/A

42