TRAFFIC IMPACT ASSESSMENT: 7-eleven,

POBLCAION, MMATALAM

MONTASER B. CABUYAO
JOHN MER B. SILONGAN

A Project Submitted to Engr. Cristopher A. Benito, as a Requirement in CE 514 –

Transportation Engineering, Department of Civil Engineering, College of
Engineering and Information Technology, University of Southern Mindanao

OCTOBER 2018
 INTRODUCTION

Background

The Municipality of Midsayap, is a 1 st class municipality in the province of North

Cotabato, Philippines. According to the 2015 census, it has a population of

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

“person wearing a hat”.1

Midsayap is geographically located at the Southwestern portion of North

Cotabato Province. It is bounded on the north by the Municipality of Libungan; on

the south by the Rio Grande de Mindanao; on the east by the municipalities of

Aleosan and Pikit; and on the west by the Municipality of Kabuntalan.

It is approximately 47 kilometers away from Cotabato City and some 174

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

agricultural products to be sold/traded. Recently, Midsayap evolved into an

industrial place in the first district of North Cotabato especially in PPALMA area

(Pigcawayan, Pikit, Alamada, Libungan, Midsayap, Aleosan).

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.

The prolific growth of business establishments made the town as a unique

Municipality since a lot of city-based companies has already entered the town. The

presence of shopping centers and food establishments are indicators of the

flourishing economy of the area. Among them is the “JOLLIBEE” situated at

Barangay Poblacion, Quezon Avenue, Midsayap, North Cotabato. It is a two –

story food court where you can enjoy their delicious food at your comfort.

Fig.2. 7-Eleven, Poblacion, Matalam

Objectives of Study

The objectives of the study are:

• to review the existing traffic conditions of the adjacent road network;

• to estimate the potential traffic generation due to the proposed

development;

• to assess the future traffic situation in the surrounding road network;

• to appraise the potential traffic impact of the proposed development on the

surrounding road network; and

• to consider road improvement proposals, if necessary.

THE STUDY AREA

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

such as 3Fs, De Rose, Sayap Centerpoint, and Novo General Merchandise, as

well as fast-food restaurants like Chowking, Inasal and The Plaza.

 Accessibility

The site’s main access road is the Midsayap – Marbel Road. Trips generated

from the neighboring municipalities are using both private and public transport.

PRIVATE MOTORCYCLE PRIVATE CAR

Figure 3. Site Location (Courtesy of Google Maps)

MULTICAB PUBLIC UTILITY JEEP

Figure 4. Private transport

 Figure 5. 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

unsignalized intersections along Midsayap- Marbel Road are considered critical to

the site. Figure 7 shows the immediate impact area.

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

Centerpoint, and Novo General Merchandise, as well as fast-food restaurants like

Chowking, Inasal and The Plaza, educational instructions like Notre Dame of

Midsayap College, Southern Christrian College and other medical establishments.

Figure 8. Impact area considering 1- km radius. (Courtesy of Google Maps)

DATA COLLECTION
Preliminary Surveys

Preliminary surveys were

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

Ave, Midsayap North Cotabato. It is along Midsayap - Marbel Road (national

highway) and approximately 400 meters from the Midsayap Municipal Hall. Major

land uses are predominantly commercial establishments such as fuel stations,

hotels, resto bars colleges, shopping centers such as 3Fs, De Rose, Sayap

Centerpoint, and Novo General Merchandise, as well as fast-food restaurants like

Chowking, Inasal and The Plaza.

Figure 9. Vicinity of the Site (Courtesy of Google Maps)

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

Figure 11. Front of Jollibee, Midsayap bound

Figure 12. Point A – Midsayap-Marbel Road/ Dilangalen Street, Marbel bound

Figure 13. Point A A – Midsayap-Marbel Road/ Dilangalen Street, Midsayap bound

Figure 14. Point B – Midsayap-Marbel Road/ Burgos Street, Marbel bound

Figure 15. Point B – Midsayap-Marbel Road/ Burgos Street, Midsayap bound

Figure 16. Point C – Midsayap-Marbel Road/ Mabini Street, Marbel bound

Figure 17. Point C – Midsayap-Marbel Road/ Mabini Street, Midsayap bound

Figure 18. Point D – Midsayap-Marbel Road/ Derose, Marbel bound

Figure 19. Point D – Midsayap-Marbel Road/ Derose, Midsayap bound

Figure 20. Point E – Midsayap-Marbel Road/ Qty. Emporium, Marbel bound

Figure 21. Point E – Midsayap-Marbel Road/ Qty. Emporium, Midsayap bound

 Figure 22. Point F – Midsayap-Marbel Road/ Roosevelt Street, Marbel bound

Figure 23. Point F – Midsayap-Marbel Road/ Roosevelt Street, Midsayap bound

Secondary Data

Secondary data for the study

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

out of the mall.

Figure 24. Lower ground floor layout of Jollibee, Midsayap

Jollibee is a 2- Story establishment. In addition to the lower ground level is the

drawing of the second level shown in Figure 25.

 Figure 25. Second floor layout of Jollibee, Midsayap

Traffic Counts

The traffic volume count for

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

intersections turning movement in the impacted area.

Figure 26. Locations of traffic count survey stations

Figure 27. Traffic movement in the impacted area.

 Station A Midsayap-Marbel Road/

Dilangalen St. Intersection

Station A is the Midsayap-Marbel Rd./ Dilngalen St. Intersection. Weekday

traffic count on this intersection was conducted on October 19, 2018 while the
weekend traffic count was conducted on October 20, 2018. Figure 28 and 29
shows the hourly variation of traffic during 7-9 AM and 4-6 PM at station A on
weekday and weekends, respectively. Table 1 and 2 shows the intersection
turning movement at station B during 7-9 AM and 4-6 PM for the weekday and
weekend, respectively.

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

Hours of the Day

MC Cars TC Jeeps Van Busses MT LT

Figure 28. Weekday hourly variation of traffic during 7-9 AM and 4-6 PM at station A

Table 1. Weekday intersection turning movement during 7-9 AM and 4-6 PM at station A

Movement in pcu/hr Total

Time 1 2 3 4 5 6 7 8 9 10 11 12 pcu/hr
6:00-7:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
7:00-8:00 188.1 1297.5 0.0 0.0 974.4 194.9 0.0 0.0 0.0 101.0 0.0 333.0 3088.9
8:00-9:00 152.8 1309.8 0.0 0.0 940.8 186.2 0.0 0.0 0.0 61.7 0.0 303.1 2954.4
9:00-10:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
10:00-11:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
11:00-12:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
12:00-1:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1:00-2:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2:00-3:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3:00-4:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4:00-5:00 188.0 1295.3 0.0 0.0 989.4 239.4 0.0 0.0 0.0 96.0 0.0 328.2 3136.3
5:00-6:00 186.3 1322.4 0.0 0.0 1001.6 238.3 0.0 0.0 0.0 107.2 0.0 339.7 3195.5

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

Hours of the Day

MC Cars TC Jeeps Van Busses MT LT

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

Movement in pcu/hr Total

Time 1 2 3 4 5 6 7 8 9 10 11 12 pcu/hr
6:00-7:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
7:00-8:00 163.7 1287.8 0.0 0.0 942.4 179.6 0.0 0.0 0.0 85.7 0.0 309.4 2968.6
8:00-9:00 129.2 1291.1 0.0 0.0 920.1 168.9 0.0 0.0 0.0 50.3 0.0 298.7 2858.3
9:00-10:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
10:00-11:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
11:00-12:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
12:00-1:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1:00-2:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2:00-3:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3:00-4:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4:00-5:00 162.7 1280.8 0.0 0.0 966.9 215.5 0.0 0.0 0.0 80.0 0.0 315.4 3021.3
5:00-6:00 169.5 1300.3 0.0 0.0 997.4 222.0 0.0 0.0 0.0 99.1 0.0 336.0 3124.3

Station B Midsayap-Marbel Road/

Burgos St. Intersectionn

Station B is the Midsayap-Marbel Rd./ Burgos St. Intersection. Weekday

traffic count on this intersection was conducted on October 19, 2018 while the
weekend traffic count was conducted on October 21, 2018. Figure 30 and 31
shows the hourly variation of traffic during 7-9 AM and 4-6 PM at station B on
weekday and weekends, respectively. And Table 3 and 4 shows the intersection
turning movement at station B during 7-9 AM and 4-6 PM for the weekday and
weekend, respectively.
 4000
3500
3000
2500
Vehicles per Hour

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

Hours of the Day

MC Cars TC Jeeps Van Busses MT LT

Figure 30. Weekday hourly variation of traffic during 7-9 AM and 4-6 PM at station B

Table 3. Weekday intersection turning movement during 7-9 AM and 4-6 PM at station B

Movement in pcu/hr Total

Time 1 2 3 4 5 6 7 8 9 10 11 12 pcu/hr
6:00-7:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
123. 174. 780. 129. 139. 123.
7:00-8:00 97.8 1119.6 1 0 6 9 123.5 72.5 90.3 68.7 7 6 3043.3
121. 149. 772. 140. 125. 130.
8:00-9:00 98.5 1080.7 8 8 5 3 134.4 85.2 89.7 59.3 8 9 2988.9
9:00-10:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
10:00-11:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
11:00-12:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
12:00-1:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1:00-2:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2:00-3:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3:00-4:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
135. 691. 103. 117.
4:00-5:00 116.6 890.0 89.2 2 7 7 113.0 74.1 73.0 65.5 5 96.2 2565.7
137. 709. 102.
5:00-6:00 135.0 937.3 92.1 7 1 93.7 108.0 85.2 84.0 66.1 8 84.1 2635.1
 4000
3500
3000
2500
Vehicles per Hour

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

Hours of the Day

MC Cars TC Jeeps Van Busses MT LT

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

Movement in pcu/hr Total

Time 1 2 3 4 5 6 7 8 9 10 11 12 pcu/hr
6:00-7:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
119. 164. 784. 120. 133. 113.
7:00-8:00 87.5 1112.5 0 1 9 5 117.0 70.5 86.4 60.3 3 7 2969.7
113. 154. 764. 136. 115. 126.
8:00-9:00 84.0 1071.8 2 8 1 8 121.9 74.9 76.9 58.4 8 9 2899.5
9:00-10:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
10:00-11:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
11:00-12:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
12:00-1:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1:00-2:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2:00-3:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3:00-4:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
117. 773. 112.
4:00-5:00 107.2 876.4 74.7 4 5 95.3 99.0 69.7 71.0 51.1 0 88.7 2536.0
750. 114.
5:00-6:00 116.2 912.3 82.5 72.9 0 96.3 104.5 75.2 81.0 55.7 5 86.2 2547.3
 Station C Midsayap-Marbel Road/

Mabini St. Intersection

Station C is the Midsayap-Marbel Rd./ Mabini St. Intersection. Weekday

traffic count on this intersection was conducted on October 26, 2018 while the
weekend traffic count was conducted on October 28, 2018. Figure 32 and 33
shows the hourly variation of traffic during 7-9 AM and 4-6 PM at station C on
weekday and weekends, respectively. And Table 5 and 6 shows the intersection
turning movement at station B during 7-9 AM and 4-6 PM for the weekday and
weekend, respectively.

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

Hours of the Day

MC Cars TC Jeeps Van Busses MT LT

Movement in pcu/hr Total

Time 1 2 3 4 5 6 7 8 9 10 11 12 pcu/hr
6:00-7:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
 7:00-8:00 91.7 1133.4 71.8 64.7 1099.8 92.5 46.3 69.0 59.8 68.4 74.2 135.3 3006.9
8:00-9:00 97.3 1110.3 58.7 58.8 1055.9 83.3 55.3 55.4 50.9 65.3 54.0 121.0 2866.2
9:00-10:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
10:00-11:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
11:00-12:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
12:00-1:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1:00-2:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2:00-3:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3:00-4:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4:00-5:00 87.4 1216.4 88.9 88.1 1019.1 117.5 60.7 82.8 58.4 66.9 86.8 184.9 3157.9
102. 121. 102.
5:00-6:00 5 1033.5 98.8 6 979.9 115.4 68.4 89.8 67.7 65.6 0 128.7 2973.9

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

Hours of the Day

MC Cars TC Jeeps Van Busses MT LT

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

Movement in pcu/hr Total

Time 1 2 3 4 5 6 7 8 9 10 11 12 pcu/hr
6:00-7:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
7:00-8:00 74.4 1122.7 60.3 57.7 1107.0 89.5 42.8 66.9 48.9 53.4 63.4 129.2 2916.2
8:00-9:00 66.3 1100.0 52.2 52.8 1054.7 68.4 35.4 53.4 44.9 51.3 45.5 121.4 2746.3
9:00-10:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
10:00-11:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
11:00-12:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
12:00-1:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1:00-2:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2:00-3:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3:00-4:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4:00-5:00 80.4 1058.8 87.4 76.9 1015.1 110.5 55.3 79.8 55.9 58.4 85.3 176.7 2940.5
5:00-6:00 84.6 1025.6 80.8 106.3 963.6 119.4 62.4 80.8 63.4 64.1 97.1 128.3 2876.4

Station D Midsayap-Marbel Road/ De

Rose Intersection

Station D is the Midsayap-Marbel Rd./ Derose Intersection. Weekday traffic

count on this intersection was conducted on November 5, 2018 while the weekend
traffic count was conducted on October 28, 2018. Figure 34 and 35 shows the
hourly variation of traffic during 7-9 AM and 4-6 PM at station D on weekday and
weekends, respectively. And Table 7 and 8 shows the intersection turning
movement at station B during 7-9 AM and 4-6 PM for the weekday and weekend,
respectively.
 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

Hours of the Day

MC Cars TC Jeeps Van Busses MT LT

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

Movement in pcu/hr Total

Time 1 2 3 4 5 6 7 8 9 10 11 12 pcu/hr
6:00-7:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
7:00-8:00 0.0 1201.2 38.7 19.2 615.5 0.0 56.2 0.0 86.5 190.9 61.9 441.3 2711.4
8:00-9:00 0.0 1170.9 46.1 26.6 624.4 0.0 53.0 0.0 63.4 228.7 50.7 440.6 2704.4
9:00-10:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
10:00-11:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
11:00-12:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
12:00-1:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1:00-2:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2:00-3:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3:00-4:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4:00-5:00 0.0 1197.5 86.8 40.9 620.8 0.0 73.8 0.0 96.3 275.0 96.2 512.1 2999.4
5:00-6:00 0.0 1176.2 113.7 51.7 629.5 0.0 79.7 0.0 100.6 305.0 89.8 538.2 3084.4
 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

Hours of the Day

MC Cars TC Jeeps Van Busses MT LT

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

Movement in pcu/hr Total

Time 1 2 3 4 5 6 7 8 9 10 11 12 pcu/hr
6:00-7:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
7:00-8:00 0.0 1286.7 40.2 15.9 615.0 0.0 42.6 0.0 81.5 208.4 49.4 449.5 2789.2
8:00-9:00 0.0 1268.7 33.8 11.4 594.8 0.0 39.2 0.0 67.1 205.4 42.9 426.3 2689.6
9:00-10:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
10:00-11:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
11:00-12:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
12:00-1:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1:00-2:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2:00-3:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3:00-4:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4:00-5:00 0.0 1269.2 84.3 39.4 595.0 0.0 58.3 0.0 87.8 276.0 81.3 514.6 3005.9
5:00-6:00 0.0 1283.2 112.9 42.7 610.5 0.0 68.3 0.0 93.3 301.0 94.2 527.3 3133.4
 Station E Midsayap-Marbel Road/

Qty. Emporium Intersection

Station E is the Midsayap-Marbel Rd./ Qty. Emprium Intersection. Weekday

traffic count on this intersection was conducted on November 9, 2018 while the
weekend traffic count was conducted on November 10, 2018. Figure 36 and 37
shows the hourly variation of traffic during 7-9 AM and 4-6 PM at station E on
weekday and weekends, respectively. And Table 9 and 10 shows the intersection
turning movement at station B during 7-9 AM and 4-6 PM for the weekday and
weekend, respectively.

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

Hours of the Day

MC Cars TC Jeeps Van Busses MT LT

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

Movement in pcu/hr Total

Time 1 2 3 4 5 6 7 8 9 10 11 12 pcu/hr
 6:00-7:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
7:00-8:00 960.5 623.8 142.7 110.3 556.7 336.2 93.0 246.8 292.2 27.4 21.4 18.5 3429.5
8:00-9:00 886.6 562.9 110.9 93.0 502.0 315.2 77.9 256.5 282.5 16.4 21.3 12.0 3137.2
9:00-10:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
10:00-11:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
11:00-12:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
12:00-1:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1:00-2:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2:00-3:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3:00-4:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4:00-5:00 940.7 534.6 125.7 115.4 568.6 316.0 102.5 200.9 245.4 18.9 20.8 20.9 3210.4
5:00-6:00 921.2 569.6 145.8 123.6 545.1 362.7 109.0 242.9 241.8 20.5 16.4 18.6 3317.2

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

Hours of the Day

MC Cars TC Jeeps Van Busses MT LT

Figure 37. Weekend hourly variation of traffic during 7-9 AM and 4-6 PM at station E

Table 10. Weekend intersection turning movement during 7-9 AM and 4-6 PM at station E

Movement in pcu/hr Total

Time 1 2 3 4 5 6 7 8 9 10 11 12 pcu/hr
6:00-7:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
7:00-8:00 944.5 622.6 137.6 109.7 549.9 336.3 96.0 257.4 289.7 17.9 12.3 28.4 3402.3
8:00-9:00 880.8 568.7 94.4 96.9 506.1 323.6 89.9 245.5 268.2 9.5 15.3 9.9 3108.8
9:00-10:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
 10:00-11:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
11:00-12:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
12:00-1:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1:00-2:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2:00-3:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3:00-4:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4:00-5:00 937.0 600.8 124.8 96.9 532.7 355.7 90.5 215.9 238.3 12.0 10.9 17.3 3232.8
5:00-6:00 932.0 573.3 158.7 97.3 516.1 342.6 94.0 234.9 240.3 12.0 11.9 15.2 3228.3

Station F Midsayap-Marbel Road/

Roosevelt St. Intersection

Station F is the Midsayap-Marbel Rd./ Roosevelt St. Intersection. Weekday

traffic count on this intersection was conducted on November 9, 2018 while the
weekend traffic count was conducted on November 11, 2018. Figure 38 and 39
shows the hourly variation of traffic during 7-9 AM and 4-6 PM at station F on
weekday and weekends, respectively. And Table 11 and 12 shows the intersection
turning movement at station B during 7-9 AM and 4-6 PM for the weekday and
weekend, respectively.
 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

Hours of the Day

MC Cars TC Jeeps Van Busses MT LT

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

Movement in pcu/hr Total

Time 1 2 3 4 5 6 7 8 9 10 11 12 pcu/hr
6:00-7:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
7:00-8:00 167.9 571.5 123.6 118.2 525.3 325.3 120.0 249.9 293.8 21.9 12.9 25.8 2556.1
8:00-9:00 125.9 553.5 98.4 95.9 515.5 321.4 85.4 225.5 277.2 12.5 15.3 20.9 2347.4
9:00-10:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
10:00-11:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
11:00-12:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
12:00-1:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1:00-2:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2:00-3:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3:00-4:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4:00-5:00 198.7 574.5 91.0 110.8 679.0 322.8 68.5 210.9 260.4 12.0 9.0 23.0 2560.6
5:00-6:00 218.3 548.8 107.2 124.6 626.1 310.9 130.5 245.8 259.2 9.5 7.0 21.0 2608.9
 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

Hours of the Day

MC Cars TC Jeeps Van Busses MT LT

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

Movement in pcu/hr Total

Time 1 2 3 4 5 6 7 8 9 10 11 12 pcu/hr
6:00-7:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
7:00-8:00 102.9 622.6 137.6 109.7 549.9 336.3 96.0 257.4 289.7 17.9 12.3 28.4 2560.7
8:00-9:00 112.8 568.7 94.4 96.9 506.1 323.6 89.9 245.5 268.2 9.5 15.3 19.4 2350.3
9:00-10:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
10:00-11:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
11:00-12:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
12:00-1:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1:00-2:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2:00-3:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3:00-4:00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4:00-5:00 150.9 522.0 103.5 93.8 467.7 329.3 63.5 208.9 255.4 9.5 9.0 10.4 2223.9
5:00-6:00 171.0 412.6 102.7 123.2 478.0 309.9 94.4 247.8 255.4 9.0 6.5 17.9 2228.4
 BASELINE TRAFFIC

Peak Hour Intersection Turning Movements

To assess the existing traffic

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

Vehicle Type PCEF

Passenger Car 1.0
Jeepney 1.4
Busses 2.2
Medium Truck 2.0
Large Truck 3.0
Motorcycle 0.5
Tricycle 1.0

Figure 40. Intersections turning movements at the impacted area.

 The AM/PM peak hour for every intersection turning movements was

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.

Corresponding adjusted AM/PM peak hour intersection turning movements per

station is shown in Table 14 and 15 in pcu/hr.

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

Table 15. PM Peak Hour in pcu/hr.

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

After establishing the study

area and identifying the roads within the impact area, the next step would be the

identification of critical movements for analyzing traffic impacts. Figure 41

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

references of link volumes.

Figure 41. Schematic diagram showing critical links in the impact area.

Tables 16 to 17 show the

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.

Table 16. Baseline Traffic – A.M. Peak Hour.

       
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

Trip generation is the first and

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

the demand for travel can be established.

 It is critical that this step

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

such as trip distribution, mode split, and traffic assignment.

Estimates can be performed

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.

Table 18. Trip Genaration Rate, 2003

Peak Hour and In/Out Ratio

Category Vehicle Trip Rate
A.M. P.M.

Fast Food
700 trips/ 1000 sq. ft.
(with or without drive 6:4 5:5
(7.531 trips/ sq. m)
Through)

Trips Produced and Attracted by the Development

In this study the Trip

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.

The establishment has a

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

typical weekend and weekday are shown in Table 19 and 20 respectively.

Table 19. Estimated person trips generated during AM peak hours

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

Vehicle Trips (in PCU) at Peak Hour AM Peak PM Peak

IN OUT IN OUT
Trip generation, MC trips at Peak Hour 13 8 21 21
Trip generation, Car trips at Peak Hour 6 4 10 10
Trip generation, TC trips at Peak Hour 22 15 37 37
Total Vehicle Trips (in PCU) at Peak
Hour 41 27 68 68

Trip Distribution and Trip Assignment

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/PM peak hours.

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

Figure 42. Trip Distribution

To and from South 14 6 4 10 10

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

A planning horizon of 20 years is considered in the study. It is presumed

that a period longer than this will lead to a lot more uncertainty, rendering forecast

to be less accurate.

The traffic growth rates used

in this study are shown in Table 25 and was calculated from the data gathered

from Philippine Statistics Authority, Philippines in Figures.

Table 25. Traffic Growth Rates.

Year Growth rate
per year in percent
2008-2010 5.44
2011-2015 4.64
2016-2020 3.73
2021-2025 3.14
2026-2033 2.62

Future Traffic without Development

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.

Table 26. Estimated AM peak traffic volume "without" development in pcu/hr

                 
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

Table 27. Estimated PM peak traffic volume "without" development in pcu/hr

                 
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

Future Traffic with Development

Table 28 and 29 represents

the future traffic with development for AM/PM peak periods.

Table 28. Estimated AM peak traffic volume with development in pcu/hr
                 
Road Direction Segment        
    (Link) 2018 2019 2020 2025 2030 2033
    1-A 1498 1554 1612 1865 2109 2275
    A-B 1411 1463 1518 1756 1986 2143
    B-C 1302 1350 1401 1621 1833 1977
  East Bound C-D 1261 1308 1357 1570 1776 1916
    D-E 1566 1625 1685 1950 2205 2379
    E-F 1003 1041 1079 1249 1413 1524
Midsayap – Marbel   F-13 975 1011 1049 1214 1373 1480
    13-F 1162 1205 1250 1446 1636 1764
    F-E 1003 1041 1080 1249 1413 1524
    E-D 685 710 737 852 964 1040
  West Bound D-C 1147 1190 1234 1428 1615 1742
    C-B 1337 1387 1438 1664 1882 2030
    B-A 1129 1172 1215 1406 1590 1715
    A-1 1307 1356 1407 1628 1841 1986
 Dilangalen St. North Bound A-2 383 397 412 477 539 582
  South Bound 2-A 434 450 467 540 611 659
Burgos St. (a) North Bound B-3 324 336 349 403 456 492
  South Bound 3-B 339 352 365 422 478 515
Burgos St. (b) North Bound 4-B 310 321 333 386 436 471
  South Bound B-4 437 453 470 544 615 663
Mabini St. (a) North Bound C-5 259 268 278 322 364 393
  South Bound 5-C 278 288 299 346 391 422
Mabini St. (b) North Bound 6-C 184 191 198 229 259 280
  South Bound C-6 211 219 227 262 297 320
De Rose St. South Bound 7-D 740 768 796 921 1042 1124
Kalye Kainan North Bound 8-D 143 148 154 178 201 217
  South Bound D-8 135 140 145 168 190 204
Bonifacio St. North Bound E-9 1554 1612 1672 1935 2188 2360
  South Bound 9-E 81 84 87 100 114 123
Qty. Emporium North Bound 10-E 646 670 695 804 909 980
  South Bound E-10 274 285 295 342 386 417
Roosevelt St. (a) North Bound F-11 803 833 864 1000 1131 1220
  South Bound 11-F 66 68 71 82 92 100
Roosevelt St. (b) North Bound 12-F 671 696 722 836 945 1019
  South Bound F-12 268 278 288 334 377 407

Table 29. Estimated PM peak traffic volume with development in pcu/hr

                 
Road Direction Segment        
    (Link) 2018 2019 2020 2025 2030 2033
    1-A 1510 1567 1625 1880 2127 2294
    A-B 1430 1483 1538 1780 2013 2171
    B-C 1176 1220 1265 1464 1656 1786
  East Bound C-D 1322 1371 1422 1645 1861 2007
    D-E 1651 1713 1777 2056 2325 2508
    E-F 852 884 917 1061 1200 1295
Midsayap – Marbel   F-13 847 878 911 1054 1192 1286
    13-F 1133 1175 1219 1410 1595 1721
    F-E 1064 1104 1145 1324 1498 1616
    E-D 708 734 761 881 996 1074
  West Bound D-C 1261 1308 1357 1570 1775 1915
    C-B 1273 1320 1369 1584 1792 1933
    B-A 1068 1108 1149 1329 1503 1622
     A-1 1341 1391 1443 1670 1889 2037
Dilangalen St. North Bound A-2 472 490 508 588 665 717
  South Bound 2-A 447 464 481 556 629 679
Burgos St. (a) North Bound B-3 326 339 351 406 460 496
  South Bound 3-B 280 290 301 348 394 425
Burgos St. (b) North Bound 4-B 282 293 304 351 397 429
  South Bound B-4 347 360 374 432 489 527
Mabini St. (a) North Bound C-5 312 323 335 388 439 473
  South Bound 5-C 354 367 381 440 498 537
Mabini St. (b) North Bound 6-C 226 234 243 281 318 343
  South Bound C-6 322 334 347 401 454 490
De Rose St. South Bound 7-D 939 974 1011 1169 1323 1427
Kalye Kainan North Bound 8-D 180 187 194 224 254 274
  South Bound D-8 261 271 281 325 368 397
Bonifacio St. North Bound E-9 1546 1604 1664 1925 2177 2348
  South Bound 9-E 62 65 67 77 88 94
Qty. Emporium North Bound 10-E 597 620 643 744 841 907
  South Bound E-10 303 314 326 377 427 460
Roosevelt St. (a) North Bound F-11 795 825 856 990 1120 1208
  South Bound 11-F 44 46 47 55 62 67
Roosevelt St. (b) North Bound 12-F 639 663 687 795 899 970
  South Bound F-12 241 250 259 300 339 366

ANALYSIS OF TRAFFIC

Background

The essential component of

traffic impact assessment is the evaluation of traffic flow in the study area. For the

proposed development to be acceptable in terms of its effect on transportation and

traffic, it must be established in terms of ‘with’ and ‘without’ project scenarios.

Should the results of evaluation show that traffic worsens with the additional traffic;

the appropriate countermeasures must be formulated to mitigate negative impacts.

Road Capacity Analysis

Level of Service Criteria

Quality of service requires quantitative measures to characterize

operational conditions within a traffic stream. Level of Service (LOS) is a quality

measure describing operational conditions within a traffic stream, generally in

terms of such service measures as speed and travel time, freedom to maneuver,

traffic interruptions, and comfort and convenience.

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.

Level of Service VCR Range Description

A Less than 0.20 Free flow traffic

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
F Greater than 1.0 Forced flow, stop and go
 Table 31 shows the estimation of road capacity as a product of the number
of lanes and the capacity per lane. Lane capacity is determined taking into
consideration of the road friction such as public transport operations, lane widths,
pedestrian movements, roadside land use, and other elements.
        Capacity  
Road Direction Segment No. of Lanes per lane Capacity
    (Link)   (pcu/hr/lane (pcu/hr)
    1-A 2 1600 3200
    A-B 2 1600 3200
    B-C 2 1600 3200
  East Bound C-D 2 1600 3200
    D-E 2 1600 3200
Midsayap – Marbel   E-F 2 1600 3200
    F-13 2 1600 3200
    13-F 2 1600 3200
    F-E 2 1600 3200
    E-D 2 1600 3200
  West Bound D-C 2 1600 3200
    C-B 2 1600 3200
    B-A 2 1600 3200
    A-1 2 1600 3200
Dilangalen St. North Bound A-2 1 1600 1600
  South Bound 2-A 1 1600 1600
Burgos St. (a) North Bound B-3 1 1600 1600
  South Bound 3-B 1 1600 1600
Burgos St. (b) North Bound 4-B 1 1600 1600
  South Bound B-4 1 1600 1600
Mabini St. (a) North Bound C-5 1 1600 1600
  South Bound 5-C 1 1600 1600
Mabini St. (b) North Bound 6-C 1 1600 1600
  South Bound C-6 1 1600 1600
De Rose St. South Bound 7-D 1 1600 1600
Kalye Kainan North Bound 8-D 1 1600 1600
  South Bound D-8 1 1600 1600
Bonifacio St. North Bound E-9 1 1600 1600
  South Bound 9-E 1 1600 1600
Qty. Emporium North Bound 10-E 1 1600 1600
  South Bound E-10 1 1600 1600
Roosevelt St. (a) North Bound F-11 1 1600 1600
   South Bound 11-F 1 1600 1600
Roosevelt St. (b) North Bound 12-F 1 1600 1600
  South Bound F-12 1 1400 1400
Table 31. Road Capacity along Critical Section

VCR and LOS for the “without project” case

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

Table 34 and 35 shows VCR

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.

Table 36. Comparison of LOS without and 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 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

roads need a mitigation measure to address this deteriorating traffic conditions.

Figure 43 and 44 show the traffic conditions on the impact area in the year 2033

Figure 43. LOS 2033 “without project”.

Intersection Analysis
In our study all the intersections in the study area currently are unsignalized

intersections. This are the following intersections identified in the project:

 Midsayap – Marbel/ Dilangalen St. (Point A)

 Midsayap – Marbel/ Burgos St. (Point B)

 Midsayap – Marbel/ Mabini St. (Point C)

 Midsayap – Marbel/ De Rose St. (Point D)

 Midsayap – Marbel/ Bonifacio St. (Point E)

 Midsayap – Marbel/ Roosevelt St. (Point F)

The existing peak control

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

C) and Midsayap – Marbel/ Roosevelt St. (Point F) Intersection was operated at

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

LOS, mitigation was needed in this intersection.