Paragon Davao: Development Project

PARAGON
DAVAO
DEVELOPMENT PROJECT
TRAFFIC IMPACT ASSESSMENT REPORT
MARCH 2018
PARAGON DAVAO DEVELOPMENT PROJECT
Traffic Impact Assessment Report
PREPARED FOR
Cebu Landmasters Inc.

10th floor, Park Centrale Tower, J.M. Del Mar Street, Apas, Lahug, Cebu City
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CERTIFICATION
We certify that this report has been prepared accordingly under our supervision.
______________________________________
Arch. Marissa Castillo, EnP
Partner
NOTED BY
___________________________________
Bill Munvizin/Edwin Torres
Managing Partners
Urban Planning, Architectural, Engineering, Transport Planning Consultants
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CONTENTS
EXECUTIVE SUMMARY
INTRODUCTION
BACKGROUND
OBJECTIVES OF THE STUDY
THE PROPOSED DEVELOPMENT
THE SITE
CAR PARKING AND LOADING/UNLOADING FACILITIES
INTERNAL WALKWAY PROVISIONS
EXISTING TRAFFIC SITUATION
EXISTING ROAD NETWORK
TRAFFIC COUNT SURVEYS
EXISTING INTERSECTION CAPACITY ASSESSMENT
PUBLIC TRANSPORT PROVISIONS
FUTURE TRAFFIC SITUATION
DESIGN YEAR
TRAFFIC PROJECTION
PLANNED/COMMITTED NEW DEVELOPMENTS IN VICINITY OF THE SITE
DEVELOPMENT TRAFFIC GENERATION
REFERENCE AND DESIGN FLOWS
INTERSECTION CAPACITY ASSESSMENT
ASSESSMENT ON THE INTERNAL WALKWAYS WITHIN DEVELOPMENT SITE
SUMMARY AND CONCLUSION
SUMMARY
CONCLUSIONS
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EXECUTIVE SUMMARY
The proposed development named as PARAGON DAVAO DEVELOPMENT PROJECT is to be built
within the Central Business District of Davao City. The project is composed of four residential condo
towers, one condotel, convention center, and commercial spaces.
For this project, the types of studies undertaken were road section capacity analysis,
intersection capacity analyses, and existing traffic conditions. We have conducted also future traffic
conditions of the site and the nearby intersection and road network to come up with approximate
scenario.
It is our conclusion that the project, as it progresses, will gradually impact future traffic
condition in combination with the natural growth of traffic. In ten years, the level of service of current
road network will degrade.
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INTRODUCTION
BACKGROUND
This Traffic Impact Assessment Report was prepared to evaluate the potential impacts of the
proposed PARAGON DAVAO DEVELOPMENT PROJECT on the local transportation network at McArthur
highway, Sandawa road, other major intersections within the central business district of Davao City.
The project site is just 1.5 kilometers from City Hall of Davao and a few hundred meters away from
Ateneo de Davao University grade school, University of Mindanao main campus, Malayan Colleges to
name a few well-known landmarks.
The nearest signalized intersections are McArthur@Sandawa, Quirino@Magallanes, Quimpo

Boulevard@Sandawa, and McArthur@Maa. All mentioned intersections are busy and major
intersections.
The project site is bounded by McArthur highway to the north, residences to the east,
residences to the south, and an open space to the west. The site main access road will be the McArthur
highway to the south.
The proposed development proposes, in the next several years, to build a residential
condominiums with commercial spaces, a condotel, a convention center, retail spaces, fitness facilities
and other facilities to be used by residents.
Due to the nature of the land use, the site traffic is expected to peak during the weekday
morning period (7:00 – 8:00 a.m.) and the afternoon peak period (5:00 – 6:00 p.m.).
In this study, the area under study are identified. These were
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1. McArthur highway
2. Sandawa road
3. Quirino avenue
4. Magallanes street
5. Quimpo Boulevard
6. McArthur@Sandawa intersection
7. McArthur@Maa intersection
8. Quirino@Magallanes intersection
9. Quimpo Blvd@Sandawa intersection
OBJECTIVES OF THE STUDY
Traffic count were conducted during weekdays to get the best result. Traffic data from the City
Planning and Development Office, Department of Public Works and Highways (DPWH), other similar
traffic impact studies were collected, analyzed and reviewed.
With the traffic data collected, the study will

1. Determine the
a. Existing traffic condition,
b. Future conditions without the development,
c. And future conditions with the development in place.
2. Estimate the traffic likely to be generated by the proposed development;
3. Assess the impact of additional traffic on the existing and future road network
system;
4. Identify roadway improvements and changes in the site plan of the proposed
development necessary to minimize traffic impact;
Within the framework of the study objective, the following tasks were undertaken:
1. Evaluate the road network around the proposed site and assess the planned traffic circulation
with the whole proposed development.
2. Estimate demand on parking, set-down and pick up areas and laybys for the proposed
development and assess the adequacy of the proposed provisions;
3. Assess impact of the proposed development on the road network, where appropriate, suggest
improvement measures that would mitigate the identified traffic constraints.
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THE PROPOSED DEVELOPMENT
THE SITE
The project site is within the commercial zone as identified under the Comprehensive Land Use
Plan of Davao City. Currently, it is unoccupied and under development. The proposed development has
access to McArthur highway.
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Proposed Development
The proposed development is located within the Central Business District. It is 1.5 kilometers
away from the central business and City Hall. The surrounding of the site is generally use as residences,
shopping malls, institutional and other commercial uses.
The proposed development proposes in the next several years to build four residential condo
towers, one hotel, convention center, and commercial spaces.
PROJECT PROFILE
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CAR PARKING AND LOADING/UNLOADING FACILITIES
Considering that the project is still in its development stage, the proponent could not yet come
up with how many parking spaces is provided. To determine the ideal parking slots, NBC parking
requirement is being considered as minimum.
Adequate parking should be provided to accommodate the demands of residents of the project.
Based on data provided by the proposed development, the site has to have at least 266 parking slots. To
evaluate the provisions, the parking requirements are summarized below.
FLOOR AREA Units Parking Slots minimum

PHASE 1
Residential 563 units (20208 sqm)/35.8 sqm 93.8
average room size/ 1 slot/6 units
Hotel 253 rooms / 1 slot/ 3 room 84.3
Commercial/Retail 8311 sqm/ 1 slot/100sqm 83.11
Convention Center 4901 sqm/ 1 slot/100sqm 49
PHASE 2
Residential 1330 units (49920 sqm/ 37.5 sqm 221.6
average room size/ 1 slot/ 6 units
Commercial/Retail 5457 sqm / 1 slot/100sqm 54.5
Total 586.3 or 587 parking slot
The above parking requirement is based on stipulation of the National Building Code on similar
projects like a condominium. The parking supply requirements are set out below.
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Parking provision for new development are set out in the national building code of the
Philippines, which sets out a statutory requirement for minimum parking provision in new
developments.
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EXISTING TRAFFIC SITUATION
EXISTING ROAD NETWORK
This section will present existing conditions related to the site and to traffic volumes and traffic
operations at the study area intersection.
Currently, accessibility to and from the project site is McArthur highway and the nearest available
alternative modes of transportation such as Jeepneys and Taxis are also at McArthur highway.
Roadway and Intersection Geometry/Traffic Control
Existing geometry and traffic control measures in the immediate vicinity of the project site are
described below.
1. Quirino Avenue is a four-lane, two-way, concrete roadway running in the east/west direction and is
posted for 30kph travel. It is part of the city primary arterial network and is considered a major road
2. McArthur highway road section adjacent to the project is a four-lane, two-way concrete roadway
and is posted for 30kph travel running in the west/east direction. It is a primary arterial road serving
the nearby residences, industries, shops and businesses in the area.
3. Sandawa road is a busy secondary arterial road of the city. It is the main passageway for most
residential areas and business establishment in the area and the alternative vehicular route. It is a
concrete road with average 14 meters width carriageway.
4. Quimpo Boulevard is a six-lane, two-way, concrete roadway running in the east/west direction and
is posted for 30kph travel. It is part of the city primary arterial network and is considered a major
road.
5. Magallanes is a four-lane, one-way, concrete roadway running in the north/south direction and is
posted for 30kph travel. It is part of the city primary arterial network and is considered a major
road.
6. Quirino@Magallanes is a signalized intersection along the primary road network of the city. It is
characterized as one of the busiest intersection because it interconnects to the central business
district
7. McArthur@Sandawa is also a busy intersection serving the various establishments including schools
in the area
8. McArthur@Maa is a signalized intersection along the primary road network of the city. It is
district
9. Quimpo Blvd@Sandawa is a signalized intersection along the primary road network of the city. It is
district.
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TRAFFIC COUNT SURVEYS

Traffic movement were collected from 6 AM to 9 PM at the study intersection, road section
within the month of March 2018. Data gathered were reviewed, and it was determined that the
morning peak hour occurs between 8:00 AM and 9:00 AM; the afternoon peak hour was
between 5:00 PM and 6:00 PM. Traffic volume of the road networks for the morning and
afternoon peak hours are presented below.
These respective peak hours will be used for the traffic capacity analyses. The existing peak hour
vehicle traffic volumes are shown in also below.
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EXISTING INTERSECTION CAPACITY ASSESSMENT
Intersection operations at the project intersections were evaluated. Traffic operations are
defined by Level of Service (LOS), which is a qualitative measure that associates LOS with
vehicle delays. The criteria for unsignalized intersections are different than for signalized
intersections because drivers expect different performance levels from each type of
intersection. The relationship between LOS and delay is summarized in below.
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A brief description of the conditions expected for each ICU LOS follows:
LOS A, ICU ≤55%: The intersection has no congestion. A cycle length of 80 seconds or less will move
traffic efficiently. All traffic should be served on the first cycle. Traffic fluctuations, accidents, and lane
closures can be handled with minimal congestion. This intersection can accommodate up to 40% more
traffic on all movements.
LOS B, >55% to 64%: The intersection has very little congestion. Almost all traffic will be served on the
first cycle. A cycle length of 90 seconds or less will move traffic efficiently. Traffic fluctuations, accidents,
and lane closures can be handled with minimal congestion. This intersection can accommodate up to
30% more traffic on all movements.
LOS C, >64% to73%: The intersection has no major congestion. The majority of traffic should be served
on the first cycle. A cycle length of 100 seconds or less will move traffic efficiently. Traffic fluctuations,
accidents, and lane closures may cause some congestion. This intersection can accommodate up to 20%
more traffic on all movements.
LOS D, >73% to 82%: The intersection normally has no congestion. Most of the traffic should be served
on the first cycle. A cycle length of 110 seconds or less will move traffic efficiently. Traffic fluctuations,
accidents, and lane closures can cause significant congestion. Sub optimal signal timings can cause
congestion. This intersection can accommodate up to 10% more traffic on all movements.
LOS E, >82% to 91%: The intersection is right on the verge of congested conditions. Many vehicles are
not served on the first cycle. A cycle length of 120 seconds is required to move all traffic. Minor traffic
fluctuations, accidents, and lane closures can cause significant congestion. Sub-optimal signal timings
can cause significant congestion. This intersection has less than 10% reserve capacity available.
LOS F, >91% to 100%. The intersection is over capacity and likely experiences congestion periods of 15
to 60 consecutive minutes. Residual queues at the end of green are common. A cycle length over 120
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seconds is required to move all traffic. Minor traffic fluctuations, accidents, and lane closures can cause
increased congestion. Sub-optimal signal timings can cause increased congestion.
LOS G, >100% to 109%: The intersection is up to 9% over capacity and likely experiences congestion
periods of 60 to 120 consecutive minutes. Long queues are common. A cycle length over 120 seconds is
required to move all traffic. Motorists may be choosing alternate routes, if they exist, or making fewer
trips during the peak hour. Signal timings can be used to distribute capacity to the priority movements.
LOS H, >109%: The intersection is 9% or greater over capacity and could experience congestion periods
of over 120 minutes per day. Long queues are common. A cycle length over 120 seconds is required to
move all traffic. Motorists may be choosing alternate routes, if they exist, or make fewer trips during the
peak hour. Signal timings can be used to distribute capacity to the priority movements.
PUBLIC TRANSPORT PROVISIONS
No public transport are passing the project however, Jacinto street, where public transport is
abundant, is just a 100 meters away from the site. The public transport passing along Jacinto extension
usually circulate throughout the center of the central business district. From the district, one can access
the key establishments such malls, universities, government office and other parts of the city.
1. Calinan Route
2. Talomo Route
3. Dacoville Route
4. Baliok Route
5. Matina Aplaya Route
6. Manuel Guianga Route
7. Wines(Calinan)Route
8. Matina Pangi Route
9. Daliao Route
10. Bangkal-Heights(Toril)Route
11. Inawayan(Toril)Route
12. Mulig Route
13. Matina Aplaya Route
14. Manambulan(Toril)Route
15. Biao Escuela Route
16. Matina Pangi Route
17. Bago Aplaya Route
18. Toril Route
19. Matina Route
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20. Talomo Route

21. Calinan Route
22. Dacoville Route
23. Baliok Route
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FUTURE TRAFFIC SITUATION

DESIGN YEAR
The design year for the development is the proposed opening year of 2021 and the full build-out
year is 2025. To approximately estimate the traffic conditions in the design year a projection analysis
was done. Department of Public Works and Highways, has published on its website that the average
annual growth patterns in the area of the project site increase by approximately 1.821% per year.
Therefore, the existing traffic volumes were increased by 1.821% annually to develop the future No
Build traffic volumes. These represent future traffic volumes without the presence of the
proposed development. The 2017 No Build peak hour traffic volumes are featured below.
TRAFFIC PROJECTION
The following section will present the analysis of future conditions at the project intersections and
road sections.
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Total Projected Traffic Conditions
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The total projected traffic volumes include the existing traffic volumes increase by a city growth
factor to account for ambient traffic growth and the traffic estimated to be generated by the proposed
subject development. Not included is the other future development in the area considering that no
other data could be obtained.
Background Development Traffic
To account for the increase in existing traffic related to city growth in the area, the existing
traffic volumes were increased by 1.821 percent annually.
Total Projected Traffic Volumes
Total projected traffic volumes include the existing traffic volumes, background growth, and the
traffic estimated to be generated by the proposed subject development.
The analyses for the signalized intersection determine the average control delay to vehicles at
an intersection. Control delay is the elapsed time from a vehicle joining the queue at a stop sign
(includes the time required to decelerate to a stop) until its departure from the stop sign and
resumption of free flow speed. The methodology analyzes each intersection approach controlled by a
stop sign and considers traffic volumes on all approaches and lane characteristics.
The Highway Capacity Manual definitions for levels of service and the corresponding control
delay for signalized and unsignalized intersections are included in the Appendix. The results of the
capacity analyses explained in terms of level of service and delay are shown.
DEVELOPMENT TRAFFIC GENERATION

Traffic Characteristics of the Proposed Development
To evaluate the impact of the subject development on the area street system, it was necessary
to quantify the number of vehicle trips the overall development will generate during the weekday
morning, and weekday evening peak hours and then determine the directions from which this traffic will
approach and depart the site.
Vehicle Site Access
Access to the project site will be provided via McArthur highway.

The access drive of the propose development will connect to McArthur highway. From there,
the vehicles will turn right to Quirino Avenue, and to Sandawa road. This access drive provides one
inbound lane and one outbound lane.
The directional distribution of how traffic will approach and depart the site was estimated based
on a combination of existing travel patterns and the orientation and physical restrictions of the
surrounding street system. The estimated directional distribution for the proposed development was
established and is illustrated.
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The volume of traffic to be generated by the development was estimated based on trip rates
published in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 9th Edition. The ITE
trip rates are based on urban rates where the primary mode of transportation is the public transport
and automobile. As such, the number of vehicle trips to be generated by the development will be
reduced due to the nature of the development, neighborhood, and the available public transport serving
the area.
Estimated Trip Generation and Distribution
Traffic generated by the site was provided based on ITE Trip Generation 9 th edition manual. For
the purposes of this assessment, we assumed that 9.5% total traffic will occur within the peak
hour. This assessment also assumes that the exiting of residents and their arrival will be at the
same time for various age groups. A summary of the site trips are summarized in below.
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Based on the values shown in above , the estimated site population will generate approximately
4032 total daily trips, of which the weekday morning peak hour trips is 82 vehicles will exit from the
project site.
In the PM peak, 567 trips will exit the project site. All trips will use McArthur highway.
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INTERSECTION CAPACITY ASSESSMENT
As shown below, the intersection capacity utilization is at 218.0 percent with a corresponding
Level of Service H. This means that the intersection normally has no congestion. Most of the traffic
should be served on the first cycle. This is the estimate of various intersections ten years from now.
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Discussion
The following summarizes how the intersection are projected to operate and identify any
roadway and traffic control improvements to accommodate the development traffic.
The results of the capacity analysis and field observations indicate that majority of intersections
are operating beyond its capacity during peak hours.
1. Quirino@Magallanes
2. McArthur@Sandawa
3. McArthur@Maa
It can be assumed that with the addition of traffic generated from the project when fully
implemented 10 years from now and the natural growth of traffic, the level of service will not improve.
This means congestion periods of over 120 minutes per day will likely occur. Long queues are
common. A cycle length over 120 seconds is required to move all traffic.
Motorists may be choosing alternate routes, if they exist, or make fewer trips during the peak
hour. Signal timings can be used to distribute capacity to the priority movements.
This projected situation has taken into consideration the natural growth of traffic and the full
traffic generated by the project site. Not taken into consideration are other possible developments that
may be introduced to nearby areas that may worsen the level of saturation of the intersection.
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SUMMARY AND CONCLUSION
Using standard traffic engineering practices, this Traffic Impact Assessment has:
1. Evaluated future “no build” traffic operations at the signalized intersections within study area,
2. Provided a description of future operations for the proposed development.
3. Provided an estimate of future trip generation and assignment, and
4. Evaluated future traffic operations at the study area intersections for the “build” conditions,
and
5. Addressed the parking demand for this project.
This study analyses shows that:
1. Based on an analysis of trip generation, the proposed development is expected to generate trips
during the morning peak hour and during the afternoon peak hour that may impact existing
traffic conditions.
2. Traffic operations at study area intersection will experience a relatively gradual increase in
delay and levels of services will gradually be impacted.
3. This study indicates that the area roadways and intersection cannot accommodate the
proposed development.
4. Existing road capacity cannot accommodate the trip generated by the project site.
Based on the preceding analyses and recommendations, the following conclusions have been made.
1. Accessibility to and from the development and surrounding area can be enhanced by having
alternate access drive that may connect to Sandawa road.
2. Currently, the intersections within the study limits are generally projected to continue to
operate at congested levels of service. With the addition of development-generated traffic,
intersections have no reserve capacities to process and may require intersection
modifications.
3. The site may experience localized queueing and delay during peak hours that may last for 2
hours everyday.
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RECOMMENDATIONS
1. To encourage people, who are accessing the development, to use public transport, the
proponent is encourage to provide layby beside the retail area. The layby should be within the
site or (off street) and can be big enough for at least two Jeepneys.
2. Considering the current situation, government is advice to continue the widening of MacArthur
highway to make it 3 lanes. Other road section of McArthur highway has been widen to three lanes
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already.
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APPENDIX
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Paragon Davao: Development Project

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PARAGON

TRAFFIC IMPACT ASSESSMENT REPORT

Cebu Landmasters Inc.

The nearest signalized intersections are McArthur@Sandawa, Quirino@Magallanes, Quimpo

OBJECTIVES OF THE STUDY

With the traffic data collected, the study will

THE PROPOSED DEVELOPMENT

CAR PARKING AND LOADING/UNLOADING FACILITIES

FLOOR AREA Units Parking Slots minimum

EXISTING TRAFFIC SITUATION

EXISTING ROAD NETWORK

Roadway and Intersection Geometry/Traffic Control

TRAFFIC COUNT SURVEYS

EXISTING INTERSECTION CAPACITY ASSESSMENT

PUBLIC TRANSPORT PROVISIONS

20. Talomo Route

FUTURE TRAFFIC SITUATION

Total Projected Traffic Conditions

Background Development Traffic

Total Projected Traffic Volumes

DEVELOPMENT TRAFFIC GENERATION

Vehicle Site Access

Access to the project site will be provided via McArthur highway.

Estimated Trip Generation and Distribution

INTERSECTION CAPACITY ASSESSMENT

SUMMARY AND CONCLUSION

This study analyses shows that:

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