Traffic Impact Assessment Final Report
Traffic Impact Assessment Final Report
Traffic Impact Assessment Final Report
POBLCAION, MMATALAM
MONTASER B. CABUYAO
JOHN MER B. SILONGAN
OCTOBER 2018
INTRODUCTION
Background
151,684 people. Midsayap was derived from a native term which means (Mid)
Center and (Sayap) Hat. Midsayap means a hat at the center – just like a hill
centrally located at the Municipality which slopes through the plains in a shape of a
hat. Other version relates that Midsayap came from a Muslim term which means
the south by the Rio Grande de Mindanao; on the east by the municipalities of
kilometers from Davao City, two of the major urban centers in Mindanao. It is
about 64 kilometers away from Kidapawan City, the seat of the Provincial
Government.
Figure 1. Location of Midsayap. (Courtesy of Google Maps)
Strategically located, Midsayap serves as a major commercial and trading
center of the province where farmers from neighboring municipalities bring their
The town is also adjudged as the 5th most competitive Municipality in the
2
Philippines and Rank 1 in entire Mindanao in the year 2016.
Municipality since a lot of city-based companies has already entered the town. The
story food court where you can enjoy their delicious food at your comfort.
development;
Location
The site is located at Barangay Poblacion, Quezon Ave, Midsayap North
Cotabato. This area has been indicated on the map shown in Figure 3. It is along
Midsayap - Marbel Road (national highway) and approximately 400 mete rs from
the Midsayap Municipal Hall. Major land uses are predominantly commercial
establishments such as fuel stations, hotels, resto bars colleges, shopping centers
The site’s main access road is the Midsayap – Marbel Road. Trips generated
from the neighboring municipalities are using both private and public transport.
The dominant mode of public transport are the tricycles, either traversing
through the main highways or within barangays, which are known locally as "tri-
sikad". They can load/ unload passengers anywhere within the area
Figure 6. Tricycle
Impact Area
The Jolibee was constructed
along with the other commercial establishment near the Municipal Hall. Six
Figure 7. Immediate impact area with the critical sections (Courtesy of Google Maps)
Figure 8 shows the expanded impact area showing developments within a 500
meter radius of site. Some of these developments are namely De Rose, Sayap
Chowking, Inasal and The Plaza, educational instructions like Notre Dame of
DATA COLLECTION
Preliminary Surveys
performed to characterize general conditions around the study area and determine
possible locations of traffic counts. The map in Figure shows the immediate vicinity
of the site. Shown in the figure is the site located at Barangay Poblacion, Quezon
highway) and approximately 400 meters from the Midsayap Municipal Hall. Major
hotels, resto bars colleges, shopping centers such as 3Fs, De Rose, Sayap
Ocular survey of the study area yielded the photos shown in Figure 10 to 23.
These photos show the traffic conditions and situations in the area.
Figure 10. Front of Jollibee, Marbel bound
included information on Jollibee. The drawing in Figure 24 shows the lower ground
floor and open parking layout of the said establishment. Shown in the figure is that
only Midsayap – Marbel Road is the only access/ egrees and exits road to the and
Traffic Counts
A.M peak hour between (7:00 – 9:00) and P.M peak hour between (4:00 – 6:00)
were conducted on October 19 and 26, and November 5 and 9 for weekday traffic
count and October 20, 21 and 28, and November 10-11 for weekend traffic count.
Figure 26 shows the location of traffic count stations while figure 27 shows the
4500
4000
3500
3000
Vehicles per Hour
2500
2000
1500
1000
500
0
6:00- 7:00- 8:00- 9:00- 10:00- 11:00- 12:00- 1:00- 2:00- 3:00- 4:00- 5:00-
7:00 8:00 9:00 10:00 11:00 12:00 1:00 2:00 3:00 4:00 5:00 6:00
Table 1. Weekday intersection turning movement during 7-9 AM and 4-6 PM at station A
4500
4000
3500
3000
Vehicles per Hour
2500
2000
1500
1000
500
0
6:00- 7:00- 8:00- 9:00- 10:00- 11:00- 12:00- 1:00- 2:00- 3:00- 4:00- 5:00-
7:00 8:00 9:00 10:00 11:00 12:00 1:00 2:00 3:00 4:00 5:00 6:00
Figure 29. Weekend hourly variation of traffic during 7-9 AM and 4-6 PM at station A
Table 2. Weekend intersection turning movement during 7-9 AM and 4-6 PM at station A
2000
1500
1000
500
0
6:00- 7:00- 8:00- 9:00- 10:00- 11:00- 12:00- 1:00- 2:00- 3:00- 4:00- 5:00-
7:00 8:00 9:00 10:00 11:00 12:00 1:00 2:00 3:00 4:00 5:00 6:00
Table 3. Weekday intersection turning movement during 7-9 AM and 4-6 PM at station B
2000
1500
1000
500
0
6:00- 7:00- 8:00- 9:00- 10:00- 11:00- 12:00- 1:00- 2:00- 3:00- 4:00- 5:00-
7:00 8:00 9:00 10:00 11:00 12:00 1:00 2:00 3:00 4:00 5:00 6:00
Figure 31. Weekend hourly variation of traffic during 7-9 AM and 4-6 PM at station
B
Table 4. Weekend intersection turning movement during 7-9 AM and 4-6 PM at station B
4500
4000
3500
3000
Vehicles per Hour
2500
2000
1500
1000
500
0
6:00- 7:00- 8:00- 9:00- 10:00- 11:00- 12:00- 1:00- 2:00- 3:00- 4:00- 5:00-
7:00 8:00 9:00 10:00 11:00 12:00 1:00 2:00 3:00 4:00 5:00 6:00
Figure 32. Weekday hourly variation of traffic during 7-9 AM and 4-6 PM at station C
Table 5. Weekday4500
intersection turning movement during 7-9 AM and 4-6 PM at station C
4000
3500
3000
Vehicles per Hour
2500
2000
1500
1000
500
0
6:00- 7:00- 8:00- 9:00- 10:00- 11:00- 12:00- 1:00- 2:00- 3:00- 4:00- 5:00-
7:00 8:00 9:00 10:00 11:00 12:00 1:00 2:00 3:00 4:00 5:00 6:00
Figure 33. Weekend hourly variation of traffic during 7-9 AM and 4-6 PM at station
C
Table 6. Weekend intersection turning movement during 7-9 AM and 4-6 PM at station C
Rose Intersection
2500
2000
1500
1000
500
0
6:00- 7:00- 8:00- 9:00- 10:00- 11:00- 12:00- 1:00- 2:00- 3:00- 4:00- 5:00-
7:00 8:00 9:00 10:00 11:00 12:00 1:00 2:00 3:00 4:00 5:00 6:00
Figure 34. Weekday hourly variation of traffic during 7-9 AM and 4-6 PM at station D
Table 7. Weekday intersection turning movement during 7-9 AM and 4-6 PM at station D
2500
2000
1500
1000
500
0
6:00- 7:00- 8:00- 9:00- 10:00- 11:00- 12:00- 1:00- 2:00- 3:00- 4:00- 5:00-
7:00 8:00 9:00 10:00 11:00 12:00 1:00 2:00 3:00 4:00 5:00 6:00
Figure 35. Weekend hourly variation of traffic during 7-9 AM and 4-6 PM at station
TableD8. Weekend intersection turning movement during 7-9 AM and 4-6 PM at station D
4500
4000
3500
3000
Vehicles per Hour
2500
2000
1500
1000
500
0
6:00- 7:00- 8:00- 9:00- 10:00- 11:00- 12:00- 1:00- 2:00- 3:00- 4:00- 5:00-
7:00 8:00 9:00 10:00 11:00 12:00 1:00 2:00 3:00 4:00 5:00 6:00
Figure 36. Weekday hourly variation of traffic during 7-9 AM and 4-6 PM at station E
Table 9. Weekday intersection turning movement during 7-9 AM and 4-6 PM at station E
4500
4000
3500
3000
Vehicles per Hour
2500
2000
1500
1000
500
0
6:00- 7:00- 8:00- 9:00- 10:00- 11:00- 12:00- 1:00- 2:00- 3:00- 4:00- 5:00-
7:00 8:00 9:00 10:00 11:00 12:00 1:00 2:00 3:00 4:00 5:00 6:00
Table 10. Weekend intersection turning movement during 7-9 AM and 4-6 PM at station E
2500
2000
1500
1000
500
0
6:00- 7:00- 8:00- 9:00- 10:00- 11:00- 12:00- 1:00- 2:00- 3:00- 4:00- 5:00-
7:00 8:00 9:00 10:00 11:00 12:00 1:00 2:00 3:00 4:00 5:00 6:00
Figure 38. Weekday hourly variation of traffic during 7-9 AM and 4-6 PM at station F
Table 11. Weekday intersection turning movement during 7-9 AM and 4-6 PM at station F
2500
2000
1500
1000
500
0
6:00- 7:00- 8:00- 9:00- 10:00- 11:00- 12:00- 1:00- 2:00- 3:00- 4:00- 5:00-
7:00 8:00 9:00 10:00 11:00 12:00 1:00 2:00 3:00 4:00 5:00 6:00
Figure 39. Weekend hourly variation of traffic during 7-9 AM and 4-6 PM at station F
Table 12. Weekend intersection turning movement during 7-9 AM and 4-6 PM at station F
conditions in the study area, a 2-day traffic count per station was carried out. One
for weekday traffic count and other day for weekend traffic count. The equivalent
volume in passenger car unit per hour were estimated based on the passenger car
factors given in Table 13. The intersection turning movements in the impact area is
summarizedTable
in Figure 40.
13.Assumed passenger car equivalent factor
determined using the Table 1-12; peak hour is highlighted. A correction factor was
applied to the AM/PM peak hour to balance the traffic in the impact area.
STATIONS
Movement A B C D E F
1 188.1 121.7 97.1 - 912 173.4
2 1309.8 1142.8 1133.2 1251 575.3 623
3 - 146.3 71.6 10.4 94.2 98.5
4 - 253.2 103.8 43.4 110.3 118.2
5 993.9 864.1 1146.1 641.2 556.7 756.5
6 214.4 219.5 131.6 - 336.3 336.3
7 - 134.4 55.3 56.2 96 169.2
8 - 85.2 69 - 257.4 257.4
9 - 90.3 59.8 86.5 292.2 293.8
10 101 68.7 68.4 228.7 27.4 21.9
11 - 139.7 74.2 61.9 21.4 15.3
12 333 130.9 135.3 449.5 31.9 77.6
STATIONS
Movement
A B C D E F
1 188 223.4 73.2 - 923.4 202.4
2 1322.4 1025.7 1187.1 1245.6 586.5 558.6
3 - 180.5 69.5 76.1 141.4 91.3
4 - 222.8 121.8 64.57 123.6 124.6
5 943.9 858.6 1019.3 642.9 577.6 756.1
6 181.7 191.3 119.6 362.7 329.3
7 - 113 68.4 79.7 109 207.6
8 - 85.2 89.8 - 242.9 247.8
9 - 84 67.7 100.6 245.4 260.4
10 107.2 66.1 66.9 305 20.5 12
11 - 117.5 102 96.2 20.8 9
12 339.7 96.2 184.9 538.2 20.9 100.1
Base Traffic
area and identifying the roads within the impact area, the next step would be the
illustrates the schematic diagram that depicts the critical links in the impact area.
Note that the letters correspond to the traffic count survey stations. The numbers
indicate the end of the roads/streets. These nodes or points were used as
Figure 41. Schematic diagram showing critical links in the impact area.
baseline traffic according to the total in vehicles/ hour and pcu/ hour. These values
are designated as the baseline traffic volumes for the critical sections with respect
Table 16. Baseline Traffic – A.M. Peak Hour.
to Jollibee and will be employed in the estimation future traffic with and without the
development.
Road Direction Segment Volume
(Link) (pcu/ hr)
1-A 1497.9
A-B 1410.8
B-C 1301.8
East Bound C-D 1261.4
D-E 1566.2
E-F 1003.2
Midsayap – Marbel F-13 974.8
13-F 1161.8
F-E 1003.3
E-D 684.6
West Bound D-C 1146.9
C-B 1336.7
B-A 1129.4
A-1 1307.4
North Bound A-2 383
Dilangalen St.
South Bound 2-A 434
North Bound B-3 324
Burgos St. (a)
South Bound 3-B 339.3
North Bound 4-B 309.9
Burgos St. (b)
South Bound B-4 436.8
Mabini St. (a) North Bound C-5 258.8
South Bound 5-C 277.9
North Bound 6-C 184.1
Mabini St. (b)
South
Bound C-6 210.7
DeRoad
Rose St. Direction
South Bound Segment
7-D Volume
740.1
North Bound (Link)
8-D (pcu/ hr)
142.7
Kalye Kainan
Bound
South 1-AD-8 1510.4
134.6
Bound
North A-BE-9 1429.6
1554.2
Bonifacio St.
East Bound
South Bound B-C9-E 1175.8
80.7
North Bound C-D
10-E 1321.7
645.6
Qty. Emporium
South Bound D-E
E-10 1651.2
274.4
North Bound E-F
F-11 852.4
803.2
Roosevelt St. (a)
South Bound F-13
11-F 846.9
65.6
Midsayap – Marbel
Bound
North 13-F
12-F 1132.9
671.2
Roosevelt St. (b)
Bound
South F-E
F-12 1063.9
268.1
E-D 707.5
West Bound D-C 1260.8
C-B 1272.6
B-A 1067.8
A-1 1341.3
North Bound A-2 472.4
TableDilangalen St. Traffic – P.M. Peak Hour.
17. Baseline South Bound 2-A 446.9
North Bound B-3 326.4
Burgos St. (a)
South Bound 3-B 279.8
North Bound 4-B 282.2
Burgos St. (b)
South Bound B-4 347.3
North Bound C-5 311.7
Mabini St. (a)
South Bound 5-C 353.8
North Bound 6-C 225.9
Mabini St. (b)
South Bound C-6 322.4
De Rose St. South Bound 7-D 939.4
North Bound 8-D 180.3
Kalye Kainan
South Bound D-8 261.1
North Bound E-9 1546.3
Bonifacio St.
South Bound 9-E 62.2
North Bound 10-E 597.3
Qty. Emporium
South Bound E-10 303.1
North Bound F-11 795.4
Roosevelt St. (a)
South Bound 11-F 44
North Bound 12-F 638.7
Roosevelt St. (b)
South Bound F-12 240.8
TRIP GENERATION
Background
foremost phase in the four stage travel demand modelling process. It is the phase
where the trips generated from a particular zone are estimated and consequently
produces a correct value as these values form the basis for the subsequent steps
and the errors in this step can propagate in the entire estimation process (Kikuchi,
2004.) In which, the reliability of forecasting results influences the following steps
using appropriate trip rates for a particular development type. And since Jollibee is
a fast food establishment its corresponding trip rates was taken from the Institute
of Traffic Engineers (ITE) Trip Generation Manual (2003), San Diego, California.
Table 18 shows the trip rates for a fast food based in gross floor area.
Fast Food
700 trips/ 1000 sq. ft.
(with or without drive 6:4 5:5
(7.531 trips/ sq. m)
Through)
Generation Manual (2003) on San Diego California is adopted. The vehicle trip
rate for fast food establishment without drive through like Jollibee, Midsayap is
estimated to be 7.53 vehicle- trips per/ sq. m. of GFA. The Trip Generation Manual
(2003) also presents the percentage for trip produced and attracted by the
development. For A.M. peak hour 60 percent of total trips generated are attraction
trips and 40 percent are production trips. While for P.M. peak hour 50 percent of
total trips generated are attraction trips and 50 percent are production trips.
gross floor area of 300 square meters. Based on the adapted trip rate, this
translates to an estimated 4518 daily generated vehicle trips. The vehicle trips
generated by the proposed development during AM and PM peak hours for the
trip rates
Private Public person-trips
per m2
MC Cars TC pcu/hr Private Public Total
IN 26 6 22 41 51 57 108
OUT 17 4 15 27 34 38 72
180
Table 20. Estimated person trips generated during PM peak hours
trip rates
Private Public person-trips
per m2
MC Cars TC pcu/hr Private Public Total
IN 42 10 37 68 83 98 181
OUT 42 10 37 68 83 98 181
362
Table 21. Estimated peak hour vehicle trips (in PCU) generated
The project trip distribution was based on the entering and exiting travel
pattern in the study area. It was estimated that around 30 percent of the trips
would be generated from the east side, around 35 percent of the trips would be
generated from the west side, around 23 percent of the trips would be generated
from the north side, and around 12 percent of the trips would be generated from
the south of the development. Figure 42 shows the trip distribution pattern in the
study area and the roadways used to access the development. Table 22 shows
the number of vehicle trips (in pcu/hr) going to and out of Gaisano Grand at
AM PEAK PM PEAK
% share of
Trip Ends
Trip Ends IN OUT IN OUT
41 27 68 68
To and from East 21 9 6 14 14
To and from West 38 15 10 26 26
To and from North 27 11 7 18 18
Table 22. Number of vehicle trips (in pcu/hr) going to and out of the mall at AM/PM peak
hours.
The development estimated peak hour traffic distribution and assignment are
shown in Table 23 and 24.
Table 23. TRAFFIC ASSIGNMENT- AM peak hour in pcu/hr
Road Direction Segment
(Link) 2018 2019 2020 2025 2030 2033
1-A 15.58 16.16 16.76 19.40 21.94 23.66
A-B 16.81 17.44 18.09 20.93 23.67 25.53
B-C 15.19 15.76 16.34 18.91 21.39 23.07
East Bound C-D 13.30 13.80 14.31 16.56 18.73 20.20
D-E 12.76 13.24 13.73 15.89 17.97 19.38
E-F 11.68 12.12 12.57 14.54 16.45 17.74
Midsayap – Marbel F-13 10.33 10.72 11.11 12.86 14.54 15.69
13-F 8.61 8.93 9.26 10.72 12.12 13.08
F-E 10.66 11.06 11.47 13.27 15.01 16.19
E-D 12.30 12.76 13.23 15.31 17.32 18.68
West Bound D-C 18.86 19.56 20.29 23.48 26.56 28.64
C-B 21.73 22.54 23.38 27.05 30.60 33.00
B-A 24.19 25.09 26.03 30.11 34.06 36.74
A-1 23.88 24.77 25.69 29.73 33.62 36.27
Dilangalen St. North Bound A-2 0.81 0.84 0.87 1.01 1.14 1.23
South Bound 2-A 1.23 1.28 1.32 1.53 1.73 1.87
Burgos St. (a) North Bound B-3 0.81 0.84 0.87 1.01 1.14 1.23
South Bound 3-B 1.23 1.28 1.32 1.53 1.73 1.87
Burgos St. (b) North Bound 4-B 1.23 1.28 1.32 1.53 1.73 1.87
South Bound B-4 0.81 0.84 0.87 1.01 1.14 1.23
Mabini St. (a) North Bound C-5 1.35 1.40 1.45 1.68 1.90 2.05
South Bound 5-C 2.05 2.13 2.21 2.55 2.89 3.11
Mabini St. (b) North Bound 6-C 0.82 0.85 0.88 1.02 1.15 1.25
South Bound C-6 0.54 0.56 0.58 0.67 0.76 0.82
De Rose St. South Bound 7-D 5.74 5.95 6.18 7.15 8.08 8.72
Kalye Kainan North Bound 8-D 0.82 0.85 0.88 1.02 1.15 1.25
South Bound D-8 0.54 0.56 0.58 0.67 0.76 0.82
Bonifacio St. North Bound E-9 0.27 0.28 0.29 0.34 0.38 0.41
South Bound 9-E 0.41 0.43 0.44 0.51 0.58 0.62
Qty. Emporium North Bound 10-E 1.23 1.28 1.32 1.53 1.73 1.87
South Bound E-10 0.81 0.84 0.87 1.01 1.14 1.23
Roosevelt St. (a) North Bound F-11 0.27 0.28 0.29 0.34 0.38 0.41
South Bound 11-F 0.41 0.43 0.44 0.51 0.58 0.62
Roosevelt St. (b) North Bound 12-F 1.64 1.70 1.76 2.04 2.31 2.49
South Bound F-12 1.08 1.12 1.16 1.34 1.52 1.64
Table 24. TRAFFIC ASSIGNMENT- PM peak hour in pcu/hr
Road Direction Segment
(Link) 2018 2019 2020 2025 2030 2033
1-A 25.84 26.80 27.80 32.17 36.38 39.24
A-B 27.88 28.92 30.00 34.71 39.26 42.34
B-C 23.80 24.69 25.61 29.63 33.51 36.14
East Bound C-D 19.04 19.75 20.49 23.70 26.81 28.92
D-E 17.68 18.34 19.02 22.01 24.89 26.85
E-F 14.96 15.52 16.10 18.62 21.06 22.72
Midsayap – Marbel F-13 11.56 11.99 12.44 14.39 16.28 17.56
13-F 14.28 14.81 15.37 17.78 20.11 21.69
F-E 17.68 18.34 19.02 22.01 24.89 26.85
E-D 20.40 21.16 21.95 25.40 28.72 30.98
West Bound D-C 31.28 32.45 33.66 38.94 44.04 47.50
C-B 36.04 37.38 38.78 44.87 50.74 54.73
B-A 40.12 41.62 43.17 49.95 56.49 60.93
A-1 38.08 39.50 40.97 47.41 53.62 57.83
North Bound A-2 2.04 2.12 2.20 2.54 2.87 3.10
Dilangalen St.
South Bound 2-A 2.04 2.12 2.20 2.54 2.87 3.10
North Bound B-3 2.04 2.12 2.20 2.54 2.87 3.10
Burgos St. (a)
South Bound 3-B 2.04 2.12 2.20 2.54 2.87 3.10
North Bound 4-B 2.04 2.12 2.20 2.54 2.87 3.10
Burgos St. (b)
South Bound B-4 2.04 2.12 2.20 2.54 2.87 3.10
North Bound C-5 3.40 3.53 3.66 4.23 4.79 5.16
Mabini St. (a)
South Bound 5-C 3.40 3.53 3.66 4.23 4.79 5.16
North Bound 6-C 1.36 1.41 1.46 1.69 1.91 2.07
Mabini St. (b)
South Bound C-6 1.36 1.41 1.46 1.69 1.91 2.07
De Rose St. South Bound 7-D 9.52 9.88 10.24 11.85 13.40 14.46
North Bound 8-D 1.36 1.41 1.46 1.69 1.91 2.07
Kalye Kainan
South Bound D-8 1.36 1.41 1.46 1.69 1.91 2.07
North Bound E-9 0.68 0.71 0.73 0.85 0.96 1.03
Bonifacio St.
South Bound 9-E 0.68 0.71 0.73 0.85 0.96 1.03
North Bound 10-E 2.04 2.12 2.20 2.54 2.87 3.10
Qty. Emporium
South Bound E-10 2.04 2.12 2.20 2.54 2.87 3.10
North Bound F-11 0.68 0.71 0.73 0.85 0.96 1.03
Roosevelt St. (a)
South Bound 11-F 0.68 0.71 0.73 0.85 0.96 1.03
North Bound 12-F 2.72 2.82 2.93 3.39 3.83 4.13
Roosevelt St. (b)
South Bound F-12 2.72 2.82 2.93 3.39 3.83 4.13
ESTIMATION OF FUTURE TRAFFIC
that a period longer than this will lead to a lot more uncertainty, rendering forecast
to be less accurate.
in this study are shown in Table 25 and was calculated from the data gathered
The base traffic of Table 16 and 17 is for the year 2018 “with development”
because Jollibee Midsayap was fully operational during the conduct of the traffic
count. To establish “without development” traffic data for the year 2018, the trip
generated of Table 23 and 24 was deducted from the base traffic. Using the traffic
growth rates in Table 25, the future traffic without development was computed
using the constant factor method. Table 26 and 27 shows the estimated traffic
volume along the identified highway sections in the direct impact area of the
Jollibee Midsayap.
Road Direction Segment
(Link) 2018 2019 2020 2025 2030 2033
1-A 1482 1538 1595 1845 2087 2251
A-B 1394 1446 1500 1735 1963 2117
B-C 1287 1335 1384 1602 1812 1954
East Bound C-D 1248 1295 1343 1554 1757 1895
D-E 1553 1611 1671 1934 2187 2359
E-F 992 1029 1067 1234 1396 1506
Midsayap – Marbel F-13 964 1000 1038 1201 1358 1465
13-F 1153 1196 1241 1436 1624 1751
F-E 993 1030 1068 1236 1398 1507
E-D 672 697 723 837 947 1021
West Bound D-C 1128 1170 1214 1404 1588 1713
C-B 1315 1364 1415 1637 1851 1997
B-A 1105 1146 1189 1376 1556 1678
A-1 1284 1331 1381 1598 1807 1949
Dilangalen St. North Bound A-2 382 396 411 476 538 580
South Bound 2-A 433 449 466 539 609 657
Burgos St. (a) North Bound B-3 323 335 348 402 455 491
South Bound 3-B 338 351 364 421 476 513
Burgos St. (b) North Bound 4-B 309 320 332 384 435 469
South Bound B-4 436 452 469 543 614 662
Mabini St. (a) North Bound C-5 257 267 277 321 362 391
South Bound 5-C 276 286 297 343 388 419
Mabini St. (b) North Bound 6-C 183 190 197 228 258 278
South Bound C-6 210 218 226 262 296 319
De Rose St. South Bound 7-D 734 762 790 914 1034 1115
Kalye Kainan North Bound 8-D 142 147 153 177 200 215
South Bound D-8 134 139 144 167 189 204
Bonifacio St. North Bound E-9 1554 1612 1672 1935 2188 2360
South Bound 9-E 80 83 86 100 113 122
Qty. Emporium North Bound 10-E 644 668 693 802 907 979
South Bound E-10 274 284 294 341 385 415
Roosevelt St. (a) North Bound F-11 803 833 864 1000 1131 1219
South Bound 11-F 65 68 70 81 92 99
Roosevelt St. (b) North Bound 12-F 670 695 720 834 943 1017
South Bound F-12 267 277 287 332 376 406
Road Direction Segment
(Link) 2018 2019 2020 2025 2030 2033
1-A 1485 1540 1597 1848 2090 2255
A-B 1402 1454 1508 1745 1974 2129
B-C 1152 1195 1240 1434 1622 1750
East Bound C-D 1303 1351 1402 1622 1834 1978
D-E 1634 1694 1758 2034 2300 2481
E-F 837 869 901 1043 1179 1272
Midsayap – Marbel F-13 835 866 899 1040 1176 1269
13-F 1119 1160 1204 1393 1575 1699
F-E 1046 1085 1126 1302 1473 1589
E-D 687 713 739 855 967 1043
West Bound D-C 1230 1275 1323 1531 1731 1867
C-B 1237 1283 1331 1539 1741 1878
B-A 1028 1066 1106 1279 1447 1561
A-1 1303 1352 1402 1622 1835 1979
Dilangalen St. North Bound A-2 470 488 506 586 662 714
South Bound 2-A 445 461 479 554 626 676
Burgos St. (a) North Bound B-3 324 336 349 404 457 493
South Bound 3-B 278 288 299 346 391 422
Burgos St. (b) North Bound 4-B 280 291 301 349 394 425
South Bound B-4 345 358 371 430 486 524
Mabini St. (a) North Bound C-5 308 320 332 384 434 468
South Bound 5-C 350 363 377 436 493 532
Mabini St. (b) North Bound 6-C 225 233 242 280 316 341
South Bound C-6 321 333 345 400 452 488
De Rose St. South Bound 7-D 930 965 1001 1158 1309 1412
Kalye Kainan North Bound 8-D 179 186 193 223 252 272
South Bound D-8 260 269 279 323 366 394
Bonifacio St. North Bound E-9 1546 1603 1663 1924 2176 2347
South Bound 9-E 62 64 66 77 87 93
Qty. Emporium North Bound 10-E 595 617 640 741 838 904
South Bound E-10 301 312 324 375 424 457
Roosevelt St. (a) North Bound F-11 795 824 855 989 1119 1207
South Bound 11-F 43 45 47 54 61 66
Roosevelt St. (b) North Bound 12-F 636 660 684 792 895 966
South Bound F-12 238 247 256 296 335 362
ANALYSIS OF TRAFFIC
Background
traffic impact assessment is the evaluation of traffic flow in the study area. For the
terms of such service measures as speed and travel time, freedom to maneuver,
Six LOS are defined for each type of facility. Letters designate each level,
from A to F with LOS A representing the best operating conditions and the driver’s
perceptions of those conditions. The LOS criteria for roads are provided in Table
Table 30. Level of Service criteria
30.
Table 32 and 33 shows VCR and LOS for the AM/PM peak periods for the “without
project” case.
Table 32. VCR and LOS for the “without project” – AM Peak
Level of VCR
Description
Service Range
Less than
A Free flow traffic
0.20
B 0.21-0.50 Free flow traffic
C 0.51-0.70 Moderate traffic
D 0.71-0.85 Moderate/heavy traffic
E 0.86-1.00 Heavy traffic
Greater Forced flow, stop and
F
than 1.0 go
Table 33. VCR and LOS for the “without project” – PM Peak
Level of VCR
Description
Service Range
Less than
A Free flow traffic
0.20
B 0.21-0.50 Free flow traffic
C 0.51-0.70 Moderate traffic
D 0.71-0.85 Moderate/heavy traffic
E 0.86-1.00 Heavy traffic
Greater Forced flow, stop and
F
than 1.0 go
VCR and LOS for the “with project” case
and LOS for the AM/PM peak periods for the “with project” case.
Table 34. VCR and LOS for the “with project” – AM Peak
Level of VCR
Description
Service Range
Less than
A Free flow traffic
0.20
B 0.21-0.50 Free flow traffic
C 0.51-0.70 Moderate traffic
D 0.71-0.85 Moderate/heavy traffic
E 0.86-1.00 Heavy traffic
Greater Forced flow, stop and
F
than 1.0 go
Table 35. VCR and LOS for the “with project” – PM Peak
Level of VCR
Description
Service Range
Less than
A Free flow traffic
0.20
B 0.21-0.50 Free flow traffic
C 0.51-0.70 Moderate traffic
D 0.71-0.85 Moderate/heavy traffic
E 0.86-1.00 Heavy traffic
Greater Forced flow, stop and
F
than 1.0 go
Comparison of “without” and “with” project cases
Table 36 and 37 shows the comparison of “without” and “with” project cases.
Level of VCR
Description
Service Range
Less than
A Free flow traffic
0.20
B 0.21-0.50 Free flow traffic
C 0.51-0.70 Moderate traffic
D 0.71-0.85 Moderate/heavy traffic
E 0.86-1.00 Heavy traffic
Greater Forced flow, stop and
F
than 1.0 go
Table 37. Comparison of LOS without and with project-PM Peak
Level of VCR
Description
Service Range
Less than
A Free flow traffic
0.20
B 0.21-0.50 Free flow traffic
C 0.51-0.70 Moderate traffic
D 0.71-0.85 Moderate/heavy traffic
E 0.86-1.00 Heavy traffic
Greater Forced flow, stop and
F
than 1.0 go
Based on Table 36 and 37, it was found out that for the year 2018 to 2025
all the roadway segments would operate at an acceptable LOS D or better. But for
the year 2030 onwards, LOS E will be the traffic conditions at Bonifacio Street
and in 2033, LOS E will be the traffic conditions at the Derose Street. These
Figure 43 and 44 show the traffic conditions on the impact area in the year 2033
delay (seconds per vehicle) and the LOS level at the study intersections are
shown in Table 38. All road segments in Midsayap – Marbel/ Dilangalen St. (Point
A), Midsayap – Marbel/ Burgos St. (Point B), Midsayap – Marbel/ Mabini St. (Point
acceptable LOS. While the north road segment of Midsayap – Marbel/ De Rose St.
(Point D) and Midsayap – Marbel/ Bonifacio St. (Point E) Road operated at worst