slu tia study(unrefined)

M . P . D e G u z m a n e t a l . / T h e I m p a c t o f E s t a b l i s h m e n t s w i t h N o T r a f f i c I m p a c t A s s e s s m e n t ( T I A ) S t u d i e s O n A d j a c e n t R o a d N e t w o r k s

The Impact of Establishments with No Traffic Impact Assessment (TIA) Studies

On Adjacent Road NetworksMARK Paz De Guzman, MSCE, PhDCE1,

Marjorie O. Abad2, Effie Mae Criscel A. Acosta2Dan Ismael L. Averilla2, Riezee Mae S. Dela Cruz2,

Enrique G. Dela Torre2, Jan Michael S. Ferrer2,

Gideon Jr. Q. Nuesca22Student Researcher, 1Faculty PromoterDepartment of Civil and Geodetic Engineering

Saint Louis University, 2600 Baguio City

Contact information: [email protected]

[email protected], [email protected],



[email protected] impact assessment (TIA) is a powerful tool for engineers and planners to determine the possible effects of a project on the transportation and traffic system, and the corresponding formulation of traffic management schemes and recommendation of infrastructure. This study focuses on the effects of a non-TIA study along the vicinity of Saint Louis Universitys main campus during its construction. Having a non-TIA study may result to high traffic volumes on surrounding roads that may affect movement to and from the establishment and poorly constructed traffic schemes. The main objective of this study is to be able to assess the effect of non-TIA study for SLU main campus along Bonifacio Street, specifically the current orientation of the parking entrance and exit of SLU, the loading and unloading stations, and the effectivity of the pedestrian lane along SLU main gate.Keywords: traffic impact assessment, traffic managementIntroduction

Being the ideal convergence zone of neighboring highland places, Baguio is the melting pot of different peoples and cultures and has boosted its ability to provide a center for education for its neighbors. One of its educational institutions is Saint Louis University (SLU), which is the focus of this study. SLU has a pivotal role in the evolution of the City into a center for education in the North. Today, SLU is the largest university north of Manila with more than 30,000 students from the elementary, high school and college levels. Its reputation for excellence attracts students and scholars not only from the Philippines but from other countries as well. It has sustained itself throughout the past ninety years to become one of the top centers of academic excellence in the Philippines that meet international standards in tertiary education. Most of its programs, from the elementary to the graduate level, have received the highest level of accreditation in the country. SLU has four campuses: the main campus at A. Bonifacio Street, St. Aloysius de Gonzaga Campus (for Elementary and Law) at General Luna Road, Navy Base Campus (for High School and Teacher Education) in Pacdal, and the Maryheights Campus (for Accountancy and Business management) in Bakakeng. It has become the venue for seminars, various forums, and other special events of the public and private sectors in the Cordillera, in addition to the everyday conduct of student life in the University. It has welcomed within its walls an eclectic mix of various cultures, traditions, beliefs and nationalities.Apparently, TIA is sometimes not used in establishments in the country. Hence, the researchers aim to show the effects of non-TIA and the importance of implementing TIA on SLU by focusing on the main contributors to these effects namely, the current orientation of the parking entrance and exit of SLU, the loading and unloading stations, and the effectivity of the pedestrian lane along SLU main gate. In addressing these problems, the researchers should be able to determine the causes of delays in traffic (such as loading and unloading of PUVs and jaywalking), assess existing pedestrian lanes, and evaluate the existing movement of vehicles to and from the university through the framework as shown:

Review of Related LiteratureTIA in the Philippines

In the Philippines, many cities like Metro Manila are facing the traffic impacts generated from urban developments, especially for shopping centers or commercial areas. Similar to Thailand, there exists legislation requiring the conduct of an environmental impact assessment for different kinds of development, either for environmentally critical projects or for projects located in environmentally critical areas. An early version of this law is the Presidential Decree 1586 (in 1979) establishing an Environmental Impact Statement System including other environment-related measures and for other purposes.

As shown in Figure 2, the mechanisms of TIA implementation in the Philippines can be classified into three strategies: 1. through the EIA framework; 2. through national legislation; and 3. through local government unit ordinance, as identified by the study of the University of the Philippines National Center for Transportation Studies Foundation Inc. or the UPNCTSFI [Regidor & Teodoro, 2003].

Figure 2. The Mechanisms for Implementing TIA in the Philippines

Source: Combined from Regidor and Teodoro (2003)

Figure 3 shows a framework identified by the UPNCTSFI study team for TIA institutionalization. Three main cases, including site development in a critical area, urban renewal or industrial site development, and rezoning, are required a TIA study. Regidor and Teodoro (2003) suggest that it is realistic and practical to implement TIA based on this Journal of the Eastern Asia Society for Transportation Studies, Vol. 6, pp. 4208 - 4223, 2005 4211 framework, because all development types can be taken into account, and it is applicable with the existing EIA system.The expected output of this study is a proposal regarding thorough observations of the effects of a non-TIA on Saint Louis University and the several factors that affects the traffic conditions along the perimeter of Saint Louis University such as the loading and unloading stations along the main gate, pedestrian behavior towards traffic rules, proper orientation of the parking entrance and exit of SLU, and the appropriate location of traffic signs. This study recognizes the impacts of motor vehicle use on the environment and the desirability of increasing the use of public transport. Most developments attract more private transport movements rather than public. It is, therefore, necessary to address the impact of motor vehicles and road traffic effects on the environment. Every establishment can generate additional traffic on its adjacent roads and streets that may lead to a need for improvements to the existing infrastructure. Its effects may be responsibly assessed considering the expected future traffic movements; undertaking of TIA study is an accepted method. TIA should provide an impartial and objective description of the impacts and traffic effects of a proposed development. A full and detailed assessment of how vehicle and person movements to and from a development site might affect existing road and pedestrian networks is required. An objective consideration of the traffic impact of a proposal is vital to enable planning decisions to be based upon the principles of sustainable development.Design and Methods

Saint Louis University is surrounded by busy road networks like the upper and lower Bonifacio Street which is filled with different establishments, some without their own parking space thus motorists tend to park in the road itself causing traffic congestion. Also loading and unloading bays are not provided which reduces the capacity of Bonifacio Street, resulting to traffic congestion. Other things being put to consideration is the direction of vehicles going in and out of the campus, and the two pedestrian lanes situated in front of main gate and gate 2. Source: Google Map (2014)Traffic impact assessment (TIA) is the process of assessing and analysing traffic impacts of urban and regional developments. The TIA process proposed by a set of guidelines consists of four stages which are crucial to follow: Pre-Evaluation, Data Collection/Gathering, Traffic Impact Analysis, and Finalization of the TIA report. As per the researchers aim, which is to conduct a study regarding the impact of non-TIA establishments to their adjacent road networks, the methods that they are going to imply consists of the following: conducting traffic surveys and analysis of transportation demand management (TDM) measures. The researchers chose these methods because it can show the portion of road network affected by the development, critical segments where the users perceive that will have a change in the quality of transportation service, and to have a data regarding on traffic volume count and inventory studies. From the data gathered, the researchers can also evaluate on what are the necessary facilities that are needed in the road network (transportation and pedestrian facility).

Also the analysis used in this research is the presentation of Transportation Demand Management (TDM) Measures wherein the researchers are to assess the effectiveness of the existing measures along the perimeter of SLU based from the traffic surveys. Accordingly, the researchers will focus on soft measures as their main approach in this assessment. Soft measures or Soft mitigating TDM measures concentrates on traffic management schemes, such as:

(1) Traffic Volume Count Method

Traffic volume studies are conducted to determine the number, movements, and classifications of roadway vehicles at a given location. These data can help identify critical flow time periods, determine the influence of large vehicles or pedestrians on vehicular traffic flow, or document traffic volume trends. In this method, the researchers have evaluated the effectivity of the current orientation of the parking entrance and exit of SLU by manual counting. For every 15-minute interval, the vehicles entering and exiting SLU coming from both left and right directions are counted separately.

(2) Pedestrian Count

Pedestrian count data are used frequently in planning applications. Pedestrian counts are used to evaluate sidewalk and crosswalk needs, to justify pedestrian signals, and to time traffic signals. Pedestrian counts may be taken at intersection crosswalks, midblock crossings, or along sidewalks.In this method, the researchers gathered data through tallying. In every 15-minute interval, the pedestrians going to and coming from SLU are counted cumulatively. Due to the recent accident that happened in the area, the width of the pedestrian lane had been increased and the directions going to and coming from SLU have been indicated. With this, the researchers opted to evaluate the capacity of the present pedestrian lane and compared it to the past one. Only the critical data had been selected for further analysis.

The researchers used the formula in determining the level of service (LOS) of the pedestrian lane. LOS A

LOS B

LOS C

LOS D

LOS E

(3) Test Car Method (Travel Time and Delay)

This technique has involved the use of a data collection vehicle within which an observer records cumulative travel time at predefined checkpoints along a travel route. This information is then converted to travel time, speed, and delay for each segment along the survey route. There are several different methods for performing this type of data collection, depending upon the instrumentation used in the vehicle and the driving instructions given to the driver.In this method, the researchers used a test car to determine the different causes of delay, which affects the travel speed in a certain area. The researchers chose five station points (rotunda ( SLU main gate ( Caltex ( BCU ( Stop sign at the pedestrian overpass in Center mall, and vice versa, as in Fig. A) which was used in recording the travel time and distance needed to compute the travel speed.

Fig. AIn conducting the TIA study, the researchers are focused in certain areas with each of the following methods said above. The test car method is concentrated on a specific route: Rotunda to Baguio Center Mall (and vice versa, shown in the left side of the figure). For the rest of the methods indicated above (pedestrian and traffic count), the area being studied is at the main gate of Saint Louis University. The researchers will be conducting these methods simultaneously at peak hours specifically 7:00-8:30 A.M. and 5:00-7:00 P.M. Findings and DiscussionThe researchers have gathered the data for Traffic Count, Pedestrian Count, and Test Car methods simultaneously on February 5, March 18, and 19, respectively at 7:00-8:30 AM and at 5:00 7:00 PM. The following are the data acquired for every method used.

Traffic Count

Fig. 1-1 Current parking entrance of SLUFig. 1-1 shows a vehicle entering the premises of SLU coming from the left direction (from the rotunda). This causes obstructions in the traffic flow, particularly the barrier being created by the jeepney in the pedestrian lane situated just before the parking entrance.

The next figures (Fig. 1-2 and 1-3) show a vehicle exiting the premises of SLU going to the right direction. This causes delay to the vehicles heading to the rotunda. Fig. 1-3 shows that the vehicle exiting had let the delayed vehicle pass first, causing it to swerve which delayed the ones in the other lane.

Fig. 1-2 Current parking exit of SLU Fig. 1-3 Vehicle exiting the university going to

the opposite lane

Fig. 1-4 Plan view of the parking entrance and exit of SLU

Date: 5 February 2015TABLE 1-1EntranceExit

TimeFrom Left SideFrom Right SideTo Left SideTo Right Side

7:00143065

7:15141636

7:301014310

7:4511583

8:003526

8:153611

TOTAL55762331

TABLE 1-2EntranceExit


5:0077411

5:1544419

5:303417

5:452435

6:000217

6:151427

6:303234

6:450001

TOTAL20271861

Date: 18 March 2015TABLE 1-3EntranceExit


7:0017251113

7:15191854

7:309989

7:453945

8:007325

8:155524

TOTAL60693240



5:00511216

5:152959

5:302057

5:453244

6:001113

6:152303

6:301225

6:452014

TOTAL18183051

Date: 19 March 2015



7:002426411

7:1512311011

7:301723

7:4581253

8:000153

8:154721

TOTAL49842832



5:0053916

5:1508617

5:302407

5:455300

6:000125

6:150057

6:302243

6:4511210

TOTAL15222865

Interpretation of Data

The researchers have observed that the quantity of the vehicles entering the university coming from the right side is greater than that of the left side. This means that the pedestrian lane has a greater possibility of being obstructed by the said vehicles. On the other hand, the quantity of the vehicles exiting the university going to the right side is greater than that of the left side. This means that there is a greater possibility of accidents in the area as these exiting vehicles have a higher risk of colliding with the vehicles heading to the rotunda.

Pedestrian CountFig. 2-1 shows the past pedestrian lane. It presents that the directions for passage through the said lane had not yet been indicated, therefore, it causes congestions and bumping of the pedestrians passing through it. The past pedestrian lane has lesser width, which takes part in the development of congestion among the pedestrians. Thus, the usage of the pedestrian in gate 2.Fig. 2-1 Old Pedestrian Lane (as of Feb 5, 2015)A.M.TO CAMPUSFROM CAMPUSTO & FROM CAMPUSUNIT FLOW (p/min/ft)LOS

7:00 - 7:15373704431.51LOS B

7:15 - 7:30626496752.29LOS B

7:30 - 7:45165492140.73LOS B

7:45 - 8:0096471430.49LOS A

8:00 - 8:15136662020.69LOS B

8:15 - 8:303131584711.60LOS B

P.M.

5:00 - 5:152057839883.36LOS C

5:15 - 5:301732063791.29LOS B

5:30 - 5:451682213891.32LOS B

5:45 - 6:001564666222.11LOS B

6:00 - 6:151444986422.18LOS B

6:15 - 6:301162313471.18LOS B

6:30 - 6:45782453231.10LOS B

6:45 - 7:00902733631.23LOS B

TABLE 2-1Fig. 2-2 shows the present pedestrian lane. It has greater width than the past one and the directions of the flow has been indicated. The researchers have observed that some of the pedestrians passing through the lane do not follow the directions allotted at the pedestrian lane. This causes them to bump with each other, and therefore, delaying the flow of the traffic.

Fig. 2-2 New Pedestrian LaneA.M.TO CAMPUSFROM CAMPUSTO & FROM CAMPUSUNIT FLOW (p/min/ft)LOS

7:00 - 7:15298663641.24LOS B

7:15 - 7:30650537032.39LOS B

7:30 - 7:45394554491.53LOS B

7:45 - 8:001161252410.82LOS B

8:00 - 8:151801192991.02LOS B

8:15 - 8:303452996442.19LOS B

P.M.

5:00 - 5:1535191612674.31LOS C

5:15 - 5:302043225261.79LOS B

5:30 - 5:451832414241.44LOS B

5:45 - 6:002065177232.46LOS B

6:00 - 6:151755737482.54LOS B

6:15 - 6:301302013311.12LOS B

6:30 - 6:45972753721.26LOS B

6:45 - 7:001453424871.65LOS B

TABLE 2-2Interpretation of Data

The researchers have collected the number of pedestrians passing to and from the university and evaluated its level of service. The data shown are based from platoon-adjusted LOS criteria since the pedestrians are crossing by platoon and are taken from the past pedestrian lane and the new lane.The evaluation of these data have almost the same results such that they have level of service B and C. At level B, pedestrians begin to be aware of other pedestrians and their presence. On the latter, pedestrian movements in reverse direction can cause minor conflicts, speeds and flow rate are lower. Test Car Method (Travel Time and Delay)

Fig. 3-1

Fig. 3-2The pictures above show the different factors (delay) that affect travel time.Fig. 3-1 exhibits two types of delay the researchers encountered during their travel going back to the rotundaloading and unloading in gate 2, and swerving. On the other hand, Fig. 3-2 shows another two types of delayleft turn and jaywalking.

Fig. 3-4

Fig. 3-5

Fig. 3-4 complements the traffic count conducted by the researchers. It can be seen that the jeepney came from the parking exit of SLU and this maneuver caused delay to the lane heading to the rotunda. Making a U-turn from a non-U-turn slot as portrayed in Fig. 3-5 is also one of the factors that caused delay to the vehicles heading to the intersection near Center mall.A.M Data

Fig. 3-6 Station 1 to 5

Fig. 3-7 Station 5 to 1P.M. Data

Fig. 3-8 Station 1 to 5

Fig. 3-9 Station 5 to 1Interpretation of DataThe graphs above show the critical data that the researchers have assessed based from the travel speed computed through travel time and the distance per station. The data gathered from station 1 to 5 (AM, Fig. 3-6) illustrates that there is a gradual decrease in travel speed. This means that the lane going towards Magsaysay is more congested than that of the opposite lane. Meanwhile, Fig. 3-7 shows that there is a gradual increase in travel speed which complements Fig. 3-6. The congestion in Magsaysay area means that there are more vehicles coming from that area than that of coming from the rotunda.

Fig. 3-8 and 3-9 show that there is a moderate to slow speed as the vehicles approach SLU. This delay is mostly caused by the pedestrian lane situated in front of SLU main gate. However, it can also be inferred that there is no significant change in the extension of the pedestrian lane width as the speed computed from March 18 and 19 data (before the extension of lane width) are slower than that of February 5.Further DiscussionRegulating the traffic behavior along SLU Bonifacio Street can help motorists from the surrounding area to move smoothly while allowing pedestrians cross roads safer as well. This benefit can still produce some advantages by facilitating traffic flow in the wider margins, that SLU Bonifacio Street leading to a major intersection and a major traffic lane on both ends. By preventing jams and minimizing delays caused by unruly drivers, passengers and pedestrians, traffic can be loosen out to accommodate the growing number of cars passing through the street.

The traffic system was formerly designed to accommodate motorists and pedestrians in the previous years. Now with the growing number pedestrians and motorists, changes on the system of traffic along SLU Bonifacio Street are important to improve its efficiency. SLU has a big population of faculty as well; this means that there are also a good number of vehicles entering and exiting the university to bring them.

Regulating the traffic behavior along SLU Bonifacio Street helps in the everyday lives of students, teachers, business establishments and motorists. Just as we ought to be efficient and effective in our work, so must our ways.

Conclusions/Recommendations

The following can be concluded from the interpretations of the findings of the study:

1. In traffic count method, the researchers found out that there is a greater number of vehicles entering the university coming from the right side. It is also indicated in the interpretation of data the greater quantity of vehicles exiting to right side and therefore the researchers come up with a conclusion that the orientation of the entrance and exit of the university is unfitting with the needs of the motorists going to and from the university.

2. The researchers come about with a conclusion that the alterations made for the pedestrian present in front of the university main gate dont cause a great improvement with the flow rate of the pedestrians crossing it.

3. Based on the findings of the study discussed, test car method is used by the researchers to know the causes of the delay of the traffic flow within the selected area. One of the delays considered is the delay caused by the presence of the pedestrian at gate 2 of the university. Therefore the researchers suggest that this should be taken out and just expand the pedestrian present at main gate. Other delays considered by the researchers are the entrance and exit of the university, the motorists going to and from the university causes obstruction to the flow of traffic. The researchers recommend that they re-orient the system of the vehicles going to and from the university. 4. The effects of a non-TIA study is as follows:

a. A notable change was to switch the main entry and exit point of vehicles to SLU. By doing such, a substantial frequency of obstructions of pedestrians will be removed. This in turn minimizes the crowd build up along the main gate also helping people going in and out of the university. Massive pedestrian crossing will be avoided and thus reducing waiting time for motorists as well as decreasing their travel time. With less interaction of pedestrians with moving vehicles, the less probability of accidents. In the same manner, easier entry and exit of vehicles to and from the university decreases occurrences of side swipes, thus less delays and hassle to pedestrians, motorists and traffic enforcers. This produces yet another benefit; the connected lanes depending on the traffic flow of Bonifacio Street will also experience smoothening of their movement. From a birds eye view, such simple change has benefits that ramify indefinitely. The following changes are best implemented with the help of traffic officials.

b. Another notable change was to position the loading/unloading zones to a better place rather than sticking it close to the pedestrian lane. In doing so, obstructions are removed to facilitate pedestrian crossing. Parking along the roads facing commercial areas should also be reduced. As was mentioned traffic officials are capable of mitigating abusive parking occurrences.

AcknowledgementsThe researchers would like to take this opportunity to express our profound gratitude and deep regard to John Cedrick T. Laroya, Jerwin M. Raquedan, and Kraybell Pinasen for lending their cars, their exemplary driving skills, and their support throughout the duration of the project. Special thanks to the researchers faculty promoter, Mark P. De Guzman, MSCE, PhDCE, for his valuable suggestions were of immense help throughout the project work. His perceptive criticism kept the researchers working to make this project in a much better way. Working under him was an extremely knowledgeable experience for the researchers.ReferencesJose Regin F. REGIDOR, Dr. Eng. Traffic Impact Assessment for Sustainable Traffic Management and Transportation Planning in Urban Areas. Vol. 5, pp. 2342 - 2351, 2005. Retrieved September 19, 2014, from http://www.easts.info/on-line/proceedings_05/2342.pdfHussein S. Lidasan, Ph.D, et. al. Evaluators Guide to Traffic Impact Assessment in the

Philippines. March 2009. UP National Center for Transportation Studies Foundation,

INC.Environmental Management Bureau (1996) DAO 96-37: Environmental Impact Assessment Procedural Manual, Department of Environment and Natural Resources.Environmental Management Bureau National Capital Region (2003) Decision on the Matter of Application for an Environmental Compliance Certificate (ECC) for the Skycity Project, Department of Environment and Natural Resources.Institute of Transportation Engineers (1991) Traffic Access and Impact Studies for SiteDevelopment, A Recommended Practice, Prepared by the Transportation Planners Council Task Force on Traffic Access/Impact Studies, Brian S. Bochner, Chairperson, Washington,D.C. Proceedings of the Eastern Asia Society for Transportation Studies, Vol. 5, pp. 2342 - 2351, 2005 2350NO

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