The Peak Parksuites

THE PEAK PARKSUITES
Residential Condominium with Commercial Units Building Project

TRAFFIC IMPACT ASSESSMENT & MANAGEMENT PLAN
C.M. Recto Street, Barangay 34-D Poblacion, Davao City
Prepared for:
ANCHOR PROPERTIES CORPORATION
th
15 Floor, LV Locsin Building Makati Corner Ayala
Avenue, Makati City
TRAFFIC IMPACT ASSESSMENT AND MANAGEMENT PLAN

TABLE OF CONTENTS
1. INTRODUCTION ......................................................................................................................... 4
1.1. Background ......................................................................................................................... 4
1.2. Study Objective and Main Tasks ......................................................................................... 4
1.3. Scope of Work ..................................................................................................................... 5
2. THE PROPOSED DEVELOPMENT................................................................................................ 7
2.1. Site Location ........................................................................................................................ 7
Project Location and Area ............................................................................................................... 7
2.2. Site Access Arrangement .................................................................................................... 8
2.3. THE PEAK PARKSUITES Project Overview ......................................................................... 15
2.4. Internal Road Network...................................................................................................... 16
3. ANALYSIS EXISTING CONDITIONS ........................................................................................... 16
3.1. Surveys .............................................................................................................................. 16
3.2. Traffic Influence Area ........................................................................................................ 33
3.3. Existing Road Network ...................................................................................................... 35
3.3.1. C.M. Recto Street ........................................................................................................ 35
3.3.2. M. Roxas Avenue ........................................................................................................ 35
3.4. Hierarchy in the Road Network ........................................................................................ 35
3.3.1 Traffic Volume at Approach Routes ............................................................................ 36
3.5. General Traffic Conditions ................................................................................................ 37
3.6. General Observations ....................................................................................................... 38
3.7. Approach Routes to the Development ............................................................................. 38
3.6.1 Entry Routes ................................................................................................................ 38
3.6.2 Exit Routes .................................................................................................................. 38
3.8. Traffic Issues and Concerns .............................................................................................. 39
3.8.1 Intersection of C.M. Recto Street and M. Roxas Avenue ........................................... 39
3.9. Traffic Condition ............................................................................................................... 40
3.9.1 Peak Hour at the Road Network ................................................................................. 40
3.9.2 Travel Speed................................................................................................................ 40
4 TRAFFIC GENERATION AND IMPACT ASSESSMENT ................................................................ 41
4.9 A Trip Generation Estimating Procedure .......................................................................... 41

TABLE OF CONTENTS
4.10 Traffic Generation Rates ................................................................................................... 42
4.11 Traffic Distribution ............................................................................................................ 44
4.12 Traffic Data Analysis .......................................................................................................... 44
4.13 Traffic Impact Assessment ................................................................................................ 45
5 TRAFFIC MANAGEMENT PLAN ................................................................................................ 45
6 CONCLUSIONS ......................................................................................................................... 49
LIST OF TABLES
Table 1: Schedule of Activities ................................................................................................... 6

Table 2: Project Description .................................................................................................... 15
Table 3: Physical Characteristics of Internal Roads ................................................................. 16
Table 4: Name of Surveyor ...................................................................................................... 16
Table 5: Pedestrian Survey....................................................................................................... 18
Table 6: Passenger Car Equivalent Factor ................................................................................ 19
Table 7: Road Network Capacities and Maximum Speed ........................................................ 19
Table 8: Level of Service for Philippine Highways ................................................................... 19
Table 9: AM Vehicle Survey (M Roxas Avenue Left Turn to C.M. Recto, AM, August 9, 2017) ............ 20
Table 10: PM Vehicle Survey (M Roxas Avenue Left Turn to C.M. Recto, August 9, 2017) .................. 20
Table 11: AM Vehicle Survey (M Roxas Avenue Straight Thru to M Roxas, AM, Aug. 9, 2017) ........... 21
Table 12: PM Vehicle Survey (M Roxas Avenue Straight Thru to M Roxas, August 9, 2017) ............... 21
Table 13: AM Vehicle Survey (M Roxas Avenue Straight Thru to M Roxas, AM, August 9, 2017) ....... 22
Table 14: PM Vehicle Survey (M Roxas Avenue Straight Thru to M Roxas, August 9, 2017) .. 22
Table 15: AM Vehicle Survey (M Roxas Avenue Right Turn to C.M. Recto, August 9, 2017) .. 23
Table 16: PM Vehicle Survey (M Roxas Avenue Right Turn to C.M. Recto, August 9, 2017) . 23
Table 17: AM Vehicle Survey (C.M. Recto Left Turn to M. Roxas Avenue, August 9, 2017) ... 24
Table 18: PM Vehicle Survey (C.M. Recto Left Turn to M. Roxas Avenue, August 9, 2017)... 24
Table 19: AM Vehicle Survey (C.M. Recto Straight to C.M. Recto Street, August 9, 2017) ..... 25
Table 20: PM Vehicle Survey (C.M. Recto Straight to C.M. Recto Street, August 9, 2017) ..... 25
Table 21: AM Vehicle Survey (C.M. Recto Straight Right Turn to M. Roxas, August 9, 2017) . 26
Table 22: PM Vehicle Survey (C.M. Recto Straight Right Turn to M. Roxas, August 9, 2017) . 26
Table 23: AM and PM Level of Service along C.M. Recto ........................................................ 27

TABLE OF CONTENTS
Table 24: Road Inventory Survey ............................................................................................. 33
Table 25: Percentage of Vehicle Type Traversing C.M. Recto Street ...................................... 36
Table 26: Existing Average Travel Speed along Key Routes .................................................... 40
Table 27: Traffic Growth Rate, DPWH Atlas 2011 ................................................................... 41
Table 28: Trip Generation Residential Condominium Building ............................................... 44
LIST OF FIGURES
Figure 1: Location Map .............................................................................................................. 7

Figure 2: Project Site Georaphical Coordinates ......................................................................... 7
Figure 3: Project Site Potential Access Point Along C.M. Recto ................................................ 8
Figure 4:Project Site Potential Access Point Along M. Roxas Avenue ....................................... 9
Figure 5: Vicinity Map .............................................................................................................. 10
Figure 6: Satellite View of the Facility...................................................................................... 11
Figure 7: Satellite View of the Proposed Site .......................................................................... 12
Figure 8: Site Development Plan.............................................................................................. 13
Figure 9: Satellite View of the Proposed Facility ..................................................................... 14
Figure 10: Survey Observation Post ......................................................................................... 17
Figure 11: Vehicular Volume Count M. Roxas Avenue ............................................................ 28
Figure 12: Location of Vehicular Volume Count Survey .......................................................... 29
Figure 13: Location of Road Inventory Survey Along CM Recto Street ................................... 30
Figure 14: Location of Road Inventory Survey Along M Roxas Avenue................................... 31
Figure 15: Vehicle Volume Count, C.M. Recto Street corner M. Roxas Avenue ..................... 32
Figure 16: Traffic Influence Area.............................................................................................. 33
Figure 17: Hierarchy in the Road Network .............................................................................. 35
Figure 18: AM Peak Hour Traffic Condition along C.M. Recto Street ...................................... 40
Figure 19: Approach and Exit Route ........................................................................................ 50
Figure 20: Existing Road Network ............................................................................................ 50

The Peak Parksuites Residential Condominium with Commercial Units Building Project
1. INTRODUCTION
The information used in this Traffic Impact Assessment was based on data,
plans and documents provided by the management of ANCHOR
PROPERTIES CORPORATION. Secondary data sources include previous
studies and reports from the Local Government of Davao City, Davao City
Traffic Enforcer, Department of Public Works and Highways (DPWH),
National Center for Traffic Studies (NCTS) and other pertinent researches
conducted within the vicinity. Primary baseline data were gathered through
reconnaissance survey of the site and its vicinity.
The assessment focused on the description of the project, its location and
evaluation of the projects expected impacts on the existing traffic condition
within the vicinity and its impact to the adjoining community. The Traffic
Impact Assessment attempts to provide definite mitigating measures to abate
any adverse effect on the traffic situation during, the planning, the
construction and the operation phase of the project.
1.1. Background
BROADFIELD Engineering Technologies and Integrated Services were

commissioned to undertake a traffic study for the preparation of the traffic
impact assessment report and to make recommendations, in traffic terms, to
support the construction of The Peak Parksuites Residential Condominium
with Commercial Building Project., as necessary requirement for securing
Permits from the Local Government of Davao City and from the Department of
Environment and Natural Resources Environmental Management Bureau
(DENR-EMB) Region XI. The proposed building is set to be utilized as
residential building with commercial units and complete amenities for its
tenants. The facility will stand exactly C.M. Recto Street, Barangay 34-D
Poblacion, Davao City.
1.2. Study Objective and Main Tasks
The Peak Parksuites is a proposed project in need of necessary permits and

licenses from different government authorities for its operation. It is important
to confirm that the traffic provisions in relation to the operation of the facility
are consistent with the existing traffic circulation system in the immediate
vicinity and major access routes. Any potential traffic problems associated
with access to The Peak Parksuites need to be identified and propose
remedial measures for implementation.
The consultants’ scope is to prepare the necessary traffic impact assessment

report to support the operation phase of the project.

THE PEAK PARKSUITES RESIDENTIAL CONDOMINIUM WITH COMMERICAL BUILDING PROJECT
This Traffic Impact Assessment Report represents, from a traffic perspective,

the findings of BROADFIELD’s assessment in connection with operation of
the Residential and Commercial Building project.
1.3. Scope of Work
As reflected in the agreement between the ANCHOR PROPERTIES

CORPORATION and BROADFIELD, the Consultant conducted a Traffic
Impact Assessment study, consisting of the following sets of work activities:
 Assessment of the existing traffic situation in the study area: This entails
an examination of the present condition of traffic flow and transportation
services within the locale. This forms part of the description of the
condition without the development.
 Projection of traffic generation with and without the project development:

This entails developing estimates of the traffic generated within the locale
for the cases of “with” and “without” the development.
 Assessment of the impacts of projected traffic generation: Using the traffic

generation estimates, the impact on the quality of traffic flow conditions in
the area are evaluated and problem areas identified.
 Formulation of appropriate traffic impact mitigating measures: Based on

the negative impact(s) identified in the preceding analysis, appropriate
and responsive impact mitigation measures will be identified.
 Provide recommendations for the integration of the proposed measures to

the local transportation system: This provides the Client with information
regarding institutional and operational actions that may be undertaken to
ensure that the traffic impact of the development can be mitigated.
TRAFFIC IMPACT ASSESSMENT AND MANAGEMENT PLAN 5

Traffic Study Schedule of Activities
Conduct of survey, field investigation and site inspection of the project

including the outlying areas to determine its site traffic conditions (i.e., road
inventory, frequency count, pedestrian survey, etc.)
Conduct researches and gather data or information on the impact study area
of the project.
Review regulations and standards in use in the Philippines that are relevant to
the project. The Consultant undertook the following schedule:
Table 1: Schedule of Activities

SCHEDULE OF TRAFFIC STUDY
WEEK
ACTIVITIES
Activities WEEK 1 WEEK 2 WEEK 3
Mobilization/Secondary Data Collection
Project Briefing/Site Inspection w/
Proponent
Road Inventory Survey
Frequency Count
Pedestrian Survey
Data Collection and Analysis
Draft of Traffic Study Report
Incorporation of documents and survey data
Finalization of Traffic Study

2. THE PROPOSED DEVELOPMENT
2.1. Site Location
Project Location and Area
Project Site
Figure 1: Location Map

The Peak Parksuites is on C.M. Recto (Formerly Claveria Street; is on Roxas
Avenue; is near Daang Maharlika High Way; is near Palma Gil Street; is near
C. Bangoy Street; is near Ramon Magsaysay Avenue. The Peak Parksuites is
geographically located at latitude 7° 4'14.77" North of the Equator and
longitude 125°36'43.66"East of the Prime Meridian on the Map of Manila.
Figure 2: Project Site Geographical Coordinates

The following are locations related to The Peak Parksuites represented by the
flight path between two points and may not be nearest by road.
Imperial Hotel 20 meters, Hotel Uno 132 meters, Marco Polo Davao 130
meters, are places to stay (hotel, service apartment, inn) located near The
Peak Parksuites.
Aldevinco 20 meters, Gaisano Mall 800 meters, Abreeza Mall 2.2km, are
places to shop (shopping mall, shop houses) located near The Peak
Parksuites.
Freedom Park 130 meters, People’s Park 360 meters, Osmena Park 850
meters, are parks located near The Peak Parksuites.
STI College 380 meters, Ateneo de Davao 200 meters, Rizal Sped Center
680 meters, are places of learning (school, college, university) located near
The Peak Parksuites.
2.2. Site Access Arrangement
The possible / potential vehicular access point of The Peak Parksuites within
Poblacion are M. Roxas Avenue and C.M. Recto Street.
The residential and commercial building facility already identified and currently
using the vehicle access is as follows:
2.2.1. Along C.M. Recto Street, one (1) potential/ candidate access points to/
from The Peak Parksuites. Please refer to the figure below:
Figure 3: Project Site Potential Access Point Along C.M. Recto

2.2.2. Along M. Roxas Avenue, one (1) potential/ candidate access points to/
from The Peak Parksuites. Please refer to the figure below:
Figure 4:Project Site Potential Access Point Along M. Roxas Avenue
The proposed residential condominium and commercial building facility

will utilize the existing concrete perimeter road as the main access road
going inside and outside the facility.
In traffic engineering terms, the provision of access points at several

locations from within the internal road network onto the national
highway (i.e. M. Roxas Avenue) rather than directly to a single point
road should reduce the concentration of traffic on one particular road
and lessen the potential or risk traffic queuing to access the
development and the surrounding existing development.

PROJECT SITE
VICINITY MAP
THE PEAK PARKSUITES ANCHOR PROPERTIES CORPORATION
Figure 5: Vicinity Map

PROJECT SITE
SATELLITE VIEW OF
THE PROPOSED SITE
Figure 6: Satellite View of the Facility

PROJECT SITE
SATELLITE VIEW OF
THE PROPOSED SITE
Figure 7: Satellite View of the Proposed Site

PROJECT SITE
SITE DEVELOPMENT
PLAN
Figure 8: Site Development Plan

PROJECT SITE
SATELLITE VIEW OF
THE FACILITY

Figure 9: Satellite View of the Proposed Facility

2.3. THE PEAK PARKSUITES Project Overview
Table 2: Project Description

THE PEAK PARKSUITES RESIDENTIAL
Project Title CONDOMINIUM WITH COMMERICAL BUILDING
PROJECT
C.M. Recto Street, Barangay 34-D, Poblacion,
Project Location
Davao City
Nature of Project Residential and Commercial Building Facility
57,544.98 M² including commercial, amenities, roof
Gross Floor Area
deck, parking and open spaces)
Lot Area 4,040.00 M²
Building Footprint 3,651.62 M²
Number of Tower Two (2) Residential Towers
Building Height 138.80 Meters

Number of Floors/ 39 Levels for Tower 1
Levels 36 Levels for Tower 2
Residential Units 1,504 Residential Units
Commercial Area 3,915.17 M² at Ground Floor and Mezzanine

7° 4'15.55"N
P1
125°36'42.81"E
7° 4'14.40"N
P2
125°36'42.41"E
7° 4'14.07"N  P1  P5
P3  P6
125°36'45.00"E  P4
Project Geographical
Coordinates: 7° 4'15.01"N  P2
P4  P3
125°36'46.26"E
7° 4'15.60"N
P5
125°36'45.98"E
7° 4'15.19"N
P6
125°36'45.58"E
Parking Slots 263 Parking Slots

2.4. Internal Road Network
The proposed traffic circulation system is basically a primary and secondary

roads. This network of roads is connected to C.M. Recto Street going either
South Bound or North Bound.
The physical characteristics of each of the road within the internal road
network are described in Table below.
Table 3: Physical Characteristics of Internal Roads

Name of Road Traffic Capacity (Number of Lanes)
C.M. Recto Street One (1)-way 4 lane (12 meter-wide road)
M. Roxas Avenue Two (2)-way 4 lane each direction (40
Meter-wide road) With 12 meter Center
Island
3. ANALYSIS OF EXISTING CONDITIONS
3.1. Surveys
3.1.1. Survey Plan
The following are the checklist to be considered by BROADFIELD

before the actual survey.
 Selection and instruction of personnel for the actual survey

count.
 Acquisition of equipment
 Preparation of appropriate field/ survey form
 Development schedules
 Costing
Table 4: Name of Surveyor

Surveyors
Surveyor ID No. Name Sex
1 Jeffrey Torres Male
2 Julius Ramos Male
3 Jhenea Ellice Ragindin Female
4 Dianne Rose Lacena Female
5 Ronnie Jhon Oros Male
6 Jonafe Tero Female

7 Milenia Cagas Female

8 Ma. Leah Ano Female
3.1.2. Pre Survey
The following activities were conduction by BROADFIELD before the

actual survey
 Site visit, reconnaissance, ocular inspection

 Determine the survey limitations
 Possible modifications in the collection procedure
 Test field forms
 Determine the observation post
Figure 10: Survey Observation Post
3.1.3. Items used in the survey
 Field Sheets
 Pencils
 Counters
 Watch/Timer/Mobile Phone
 Sharpeners
 Clipboards
 Measuring Equipment
 Camera

3.1.4. Types of Survey conducted by BROADFIELD Engineering

Technologies and Integrates Services for this particular project
 Road Inventory Survey
Details of the networks, infrastructure and facilities associated

with all modes of transport.
E.g. descriptions of the road: physical characteristics of the road

and the regulations and control devices imposed on that road.
(Along C.M. Recto Street and M. Roxas Avenue)
• supplemented by the observations sometimes with

measurement. Observations are field visits, manually observing
the roads
BROADFIELD conducted the survey on the pedestrian traversing the access

roads of the project site. Table below represent the pedestrian volume of a
specific period of time.
Table 5: Pedestrian Survey

Pedestrian Survey, August 10, 2017
Time Direction Male Female Total Average
Per/Hr
8:00-8:30 Marco Polo 41 33 74 148
8:30-9:00 Crossed C.M 55 63 118 236
Recto to
9:00-9:30 68 62 130 260
Aldevinco and
9:30-10:00 vice versa 28 38 66 132
Time Direction Male Female Total Average

Per/Hr
8:00-8:30 Marco Polo 72 27 99 198
8:30-9:00 Crossed M. 62 45 104 208
Roxas Avenue
9:00-9:30 65 48 113 226
to City Triangle
9:30-10:00 and vice versa 64 35 99 198

Traffic Volume Survey
BROADFIELD conducted a traffic volume survey to get information about the

number and movement of vehicles within or through an area or at selected
points within the proposed residential/commercial facility.
As indicated in the following table the, vehicular survey is classified according

to type (passenger car, jeepney, trucks, Motorcycle and bicycle).
Table 6: Passenger Car Equivalent Factor

Type of Vehicle/ PCEF Type of Vehicle/ PCEF
Passenger Car 1.0 Large Bus 2.0
Motorcycle 2.5 Jeep 1.5
Trucks 2.5 UV Express 1.5
Bicycle 2.5 Taxi 1.0
Source: UP-NCTS
Table 7: Road Network Capacities and Maximum Speed
Source: MMUTIS Study and Updated by JICA Team
Table 8: Level of Service for Philippine Highways

Level of Service Volume/ Capacity Ratio 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 >1.00 Forced Flow, Stop and Go

Table 9: AM Vehicle Survey (M Roxas Avenue Left Turn to C.M. Recto, AM, August 9, 2017)
AM Vehicle Survey (M Roxas Avenue Left Turn to C.M. Recto, AM,
August 9, 2017)
Approaching City Triangle
Rate of
Time Jeep Motor Flow
Car Truck Bicycle (PCU)
Period cycle (PCU/
Hour)
7:00-7:30 13 1 0 2 0 19.5 39
7:30-8:00 37 2 0 8 0 60 120
8:00-8:30 24 2 1 11 0 57 114
8:30-9:00 43 2 0 2 1 53.5 107
9:00-9:30 34 1 4 5 1 60.5 121
9:30-10:00 26 3 0 6 1 48 96
10:00-10:30 37 4 0 8 1 65.5 131
10:30-11:00 35 0 0 8 1 57.5 115
Average PCU / Hour (AM) 105
Table 10: PM Vehicle Survey (M Roxas Avenue Left Turn to C.M. Recto, August 9, 2017)
PM Vehicle Survey (M Roxas Avenue Left Turn to C.M. Recto, August
9, 2017)
Rate of
Period cycle (PCU/
Hour)
1:00-1:30 32 3 2 2 0 46.5 93
1:30-2:00 45 0 2 5 1 65 130
2:00-2:30 51 0 0 5 0 63.5 127
2:30-3:00 54 0 2 5 0 71.5 143
3:00-3:30 51 2 0 9 0 76.5 153
3:30-4:00 48 2 0 8 1 73.5 147
4:00-4:30 45 1 2 8 1 74 148
4:30-5:00 57 5 0 6 0 79.5 159
Average PCU / Hour (PM) 138

Table 11: AM Vehicle Survey (M Roxas Avenue Straight Thru to M Roxas, AM, Aug. 9, 2017)
AM Vehicle Survey (M Roxas Avenue Straight Thru to M Roxas
Avenue, AM, August 9, 2017)
Approaching Ateneo de Davao
Rate of
Period cycle (PCU/
Hour)
7:00-7:30 76 9 0 25 0 152 304
7:30-8:00 138 14 0 43 3 274 548
8:00-8:30 132 20 0 44 3 279.5 559
8:30-9:00 136 24 1 35 3 269.5 539
9:00-9:30 130 25 3 27 0 242.5 485
9:30-10:00 151 15 6 42 3 301 602
10:00-10:30 124 20 3 45 7 291.5 583
10:30-11:00 132 11 4 36 0 248.5 497
Table 12: PM Vehicle Survey (M Roxas Avenue Straight Thru to M Roxas, August 9, 2017)
PM Vehicle Survey (M Roxas Avenue Straight Thru to M Roxas
Avenue, August 9, 2017)
Rate of
Period cycle (PCU/
Hour)
1:00-1:30 113 10 5 23 2 203 406
1:30-2:00 138 9 5 21 4 226.5 453
2:00-2:30 159 12 2 26 1 249.5 499
2:30-3:00 135 8 2 27 0 219.5 439
3:00-3:30 174 15 10 43 4 339 678
3:30-4:00 162 6 3 26 1 246 492
4:00-4:30 204 12 7 40 9 362 724
4:30-5:00 128 13 1 40 5 262.5 525

Table 13: AM Vehicle Survey (M Roxas Avenue Straight Thru to M Roxas, AM, August 9, 2017)
AM Vehicle Survey (M Roxas Avenue Straight Thru to M Roxas
Avenue, AM, August 9, 2017)
Approaching Davao City Central Post Office
Rate of
Period cycle (PCU/
Hour)
7:00-7:30 141 29 1 35 7 292 584
7:30-8:00 92 50 1 41 5 284.5 569
8:00-8:30 119 78 0 38 4 341 682
8:30-9:00 132 98 2 37 2 381.5 763
9:00-9:30 123 95 6 33 7 380.5 761
9:30-10:00 133 69 7 43 0 361.5 723
10:00-10:30 163 76 5 33 2 377 754
10:30-11:00 142 68 12 36 1 366.5 733
Table 14: PM Vehicle Survey (M Roxas Avenue Straight Thru to M Roxas, August 9, 2017)
PM Vehicle Survey (M Roxas Avenue Straight Thru to M Roxas
Rate of
Period cycle (PCU/
Hour)
1:00-1:30 160 68 10 45 1 402 804
1:30-2:00 144 50 5 36 4 331.5 663
2:00-2:30 135 53 10 30 4 324.5 649
2:30-3:00 175 48 6 49 0 384.5 769
3:00-3:30 168 75 12 58 3 463 926
3:30-4:00 161 60 12 44 7 408.5 817
4:00-4:30 187 65 4 56 5 447 894
4:30-5:00 201 69 8 60 7 492 984

Table 15: AM Vehicle Survey (M Roxas Avenue Right Turn to C.M. Recto, August 9, 2017)
AM Vehicle Survey (M Roxas Avenue Right Turn to C.M. Recto,
August 9, 2017)
Rate of
Period cycle (PCU/
Hour)
7:00-7:30 59 18 0 4 1 98.5 197
7:30-8:00 51 37 1 11 2 141.5 283
8:00-8:30 72 60 2 16 1 209.5 419
8:30-9:00 81 47 2 18 4 211.5 423
9:00-9:30 69 42 2 12 2 172 344
9:30-10:00 107 39 2 10 1 198 396
10:00-10:30 80 46 2 16 0 194 388
10:30-11:00 186 38 17 10 2 315.5 631
Table 16: PM Vehicle Survey (M Roxas Avenue Right Turn to C.M. Recto, August 9, 2017)
PM Vehicle Survey (M Roxas Avenue Right Turn to C.M. Recto,
August 9, 2017)
Rate of
Period cycle (PCU/
Hour)
1:00-1:30 80 37 4 11 0 173 346
1:30-2:00 66 24 1 13 0 137 274
2:00-2:30 82 38 1 8 1 164 328
2:30-3:00 105 36 1 17 0 204 408
3:00-3:30 111 34 1 18 0 209.5 419
3:30-4:00 86 40 0 16 0 186 372
4:00-4:30 115 38 1 10 5 212 424
4:30-5:00 90 30 1 10 2 167.5 335

Table 17: AM Vehicle Survey (C.M. Recto Left Turn to M. Roxas Avenue, August 9, 2017)
AM Vehicle Survey (C.M. Recto Left Turn to M. Roxas Avenue, August
9, 2017)
Rate of
Period cycle (PCU/
Hour)
7:00-7:30 25 30 4 50 3 212.5 425
7:30-8:00 15 20 0 30 0 120 240
8:00-8:30 50 30 1 40 1 200 400
8:30-9:00 30 20 0 30 0 135 270
9:00-9:30 21 15 2 45 2 166 332
9:30-10:00 30 27 2 35 0 163 326
10:00-10:30 35 32 0 20 16 173 346
10:30-11:00 35 7 0 9 4 78 156
Table 18: PM Vehicle Survey (C.M. Recto Left Turn to M. Roxas Avenue, August 9, 2017)
PM Vehicle Survey (C.M. Recto Left Turn to M. Roxas Avenue, August
9, 2017)
Rate of
Period cycle (PCU/
Hour)
1:00-1:30 64 10 3 38 2 186.5 373
1:30-2:00 38 8 5 20 0 112.5 225
2:00-2:30 59 24 5 41 1 212.5 425
2:30-3:00 60 24 7 50 0 238.5 477
3:00-3:30 55 35 3 40 2 220 440
3:30-4:00 53 20 0 27 0 150.5 301
4:00-4:30 86 9 3 46 0 222 444
4:30-5:00 70 10 0 32 3 172.5 345

Table 19: AM Vehicle Survey (C.M. Recto Straight to C.M. Recto Street, August 9, 2017)
AM Vehicle Survey (C.M. Recto Straight to C.M. Recto Street, August
9, 2017)
Rate of
Period cycle (PCU/
Hour)
7:00-7:30 155 473 1 79 6 1079.5 2159
7:30-8:00 167 455 2 85 5 1079.5 2159
8:00-8:30 85 225 0 60 0 572.5 1145
8:30-9:00 162 525 6 74 0 1149.5 2299
9:00-9:30 142 394 12 55 10 925.5 1851
9:30-10:00 83 290 4 38 0 623 1246
10:00-10:30 75 225 1 40 0 515 1030
10:30-11:00 177 449 7 99 4 1125.5 2251
Table 20: PM Vehicle Survey (C.M. Recto Straight to C.M. Recto Street, August 9, 2017)
PM Vehicle Survey (C.M. Recto Straight to C.M. Recto Street, August
9, 2017)
Rate of
Period cycle (PCU/
Hour)
1:00-1:30 170 351 4 78 4 911.5 1823
1:30-2:00 140 266 3 77 2 744 1488
2:00-2:30 178 368 5 63 2 905 1810
2:30-3:00 202 326 5 65 6 881 1762
3:00-3:30 191 416 5 94 4 1072.5 2145
3:30-4:00 177 327 5 62 4 845 1690
4:00-4:30 210 473 7 79 4 1144.5 2289
4:30-5:00 140 321 2 60 8 796.5 1593

Table 21: AM Vehicle Survey (C.M. Recto Straight Right Turn to M. Roxas, August 9, 2017)
AM Vehicle Survey (C.M. Recto Straight Right Turn to M. Roxas
Rate of
Period cycle (PCU/
Hour)
7:00-7:30 63 87 1 6 0 211 422
7:30-8:00 52 55 2 11 0 167 334
8:00-8:30 42 109 1 7 0 225.5 451
8:30-9:00 55 95 0 7 0 215 430
9:00-9:30 56 66 0 7 1 175 350
9:30-10:00 55 52 0 9 0 155.5 311
10:00-10:30 57 47 3 11 1 165 330
10:30-11:00 71 63 5 14 4 223 446
Table 22: PM Vehicle Survey (C.M. Recto Straight Right Turn to M. Roxas, August 9, 2017)
PM Vehicle Survey (C.M. Recto Straight Right Turn to M. Roxas
Rate of
Period cycle (PCU/
Hour)
1:00-1:30 61 47 1 10 0 159 318
1:30-2:00 70 53 0 6 0 164.5 329
2:00-2:30 62 50 3 6 0 159.5 319
2:30-3:00 51 43 3 11 0 150.5 301
3:00-3:30 81 55 2 16 1 211 422
3:30-4:00 76 71 8 23 2 265 530
4:00-4:30 66 78 3 28 6 275.5 551
4:30-5:00 50 65 2 18 0 197.5 395

Table 23: AM and PM Level of Service along C.M. Recto

AM LEVEL OF SERVICE ALONG C.M. RECTO
Volume/
TIME PCU PCU/Hour Capacity Ratio LOS
7:00 - 7:30 1503 3006 0.50 B
7:30 - 8:00 1366.5 2733 0.46 B
8:00 - 8:30 998 1996 0.33 B
8:30 - 9:00 1499.5 2999 0.50 B
9:00 - 9:30 1266.5 2533 0.42 B
9:30 - 10:00 941.5 1883 0.31 B
10:00 - 10:30 853 1706 0.28 B
10:30 - 11:00 1426.5 2853 0.48 B
PM LEVEL OF SERVICE ALONG C.M. RECTO
Volume/
1:00 - 1:30 1257 2514 0.42 B
1:30 - 2:00 1021 2042 0.34 B
2:00 - 2:30 1277 2554 0.43 B
2:30 - 3:00 1270 2540 0.42 B
3:00 - 3:30 1503.5 3007 0.50 B
3:30 - 4:00 1260.5 2521 0.42 B
4:00 - 4:30 1642 3284 0.55 C
4:30 - 5:00 1166.5 2333 0.39 B
Legend: CM Recto Street

4 Lane Urban Street
Lane Capacity 1500 PCU
C.M. Recto Street Capacity 4 Lanes x 1500 = 6000

VEHICULAR VOLUME COUNT

(Along M. Roxas Avenue)
Location of survey
Figure 11: Vehicular Volume Count M. Roxas Avenue

VEHICULAR VOLUME COUNT

(Along C.M. Recto)
Location of survey

Figure 12: Location of Vehicular Volume Count Survey

ROAD INVENTORY SURVEY

(Along C.M. Recto)
Location of survey
Figure 13: Location of Road Inventory Survey Along CM Recto Street

ROAD INVENTORY SURVEY

(Along M. Roxas Avenue)
Location of survey

Figure 14: Location of Road Inventory Survey Along M Roxas Avenue

VEHICLE VOLUME/ FREQUENCY COUNT

(Along M. Roxas Avenue and C.M. Recto
Street)
M. Roxas Avenue, Thru M. Roxas Avenue, Right Turn

to C.M. Recto Street
C.M. Recto Street Left turn to M. Roxas Avenue, Thru
C.M. Recto Street, Right Turn to M. Roxas Avenue
M. Roxas Avenue, Thru M. Roxas Avenue Left Turn to
C.M. Recto Street
Figure 15: Vehicle Volume Count, C.M. Recto Street corner M. Roxas Avenue

3.2. Traffic Influence Area
Figure 16: Traffic Influence Area
Above figure shows the area influence by the operation of the residential/
commercial building facility of ANCHOR PROPERTIES CORPORATION
BROADFIELD conducted the roadway condition along C.M. Recto and M.

Roxas Avenue which is the main access road going in and out of the facility.
Roadway physical condition includes physical attributes of the road such as
geometric characteristics, number of lanes, lane & shoulder width, horizontal
and vertical alignment. Broadfield also determines road traffic conditions:
attributes of the traffic using the road such as distribution of vehicle types,
the amount and distribution of traffic in available lanes. Survey also includes
control conditions such as types and specific design of control devices and
traffic regulations such as speed limits, U-turns and one ways.
Table 24: Road Inventory Survey

Particulars C.M. Recto Street M. Roxas Avenue
Carriage way
1. Number of Lanes 4 8
2. Width of Carriage way 12 meters 40 meters
3. Markings Yes Yes
4. Pavement Concrete Concrete

5. Condition Good Good

6. Others (Humps) No humps No humps
Median
1. Type None Yes
2. Width N/A 12 meters
3. Provision N/A Garden/ Trees
Sidewalk (Left)
1. Width 1.5 meter 1.5 meters
4. Tree Planting None Yes
5. Others (
Sidewalk (Right)
1. Width 1.5 meter 1.5 meters
4. Tree Planting None Yes
5. Others (chair, etc.)
Drainage
1. Facility Public Sewer Public Sewer
Street lighting Yes Yes
Traffic Control Device
1. Signalized Yes Yes
2. Pedestrian Crossing Yes Yes
Public Transport Facilities
1. Bus/ PUJ Stops None None
2. Tricycle Terminals None None
Others

3.3. Existing Road Network
The site is located in area which in turn is located adjacent to an important

passageway in Davao City, C.M. Recto Street an access towards the Eastern
and Western part of Southern and Northern part of Davao City.
3.3.1. C.M. Recto Street
C.M. Recto Street is a four lane one way road parallel to C. Bangoy
Street.
C.M Recto Street commences at Andres Bonifacio Rotunda from south

and ended at intersection with Elpidio Quirino Avenue to north. C.M.
Recto Street has a length of approximately 1.50 kilometers.
3.3.2. M. Roxas Avenue
M.Roxas Avenue is an eight lane two way road parallel to Emilio

Jacinto Street.
M.Roxas Avenue commences at the World War II Veterans Monument

Rotunda from north and ended at intersection with Quezon Boulevard.
M. Roxas Avenue has a length of approximately 960 meters.
3.4. Hierarchy in the Road Network
Project Site
Figure 17: Hierarchy in the Road Network
Figure 10 illustrates the hierarchy of the roads within the network.

The figure shows the Davao City Diversion Road (yellow line) serves as
primary road linking municipalities within Davao del Sur. Davao City Diversion
Road is 18.33 kilometers in length. Meanwhile C.M. Recto Street and M.
Roxas Avenue are considered as secondary road, serving as the main
strategic road providing access to the project site.
3.3.1 Traffic Volume at Approach Routes
Based on an actual traffic volume count data sourced level of traffic

volume at key sections along C.M. Recto Street and M. Roxas Avenue
and also, based on data sourced from actual traffic survey, public
transport share by route is summarized as follows:
Table 25: Percentage of Vehicle Type Traversing C.M. Recto Street
DIRECTION
AM PERCENTAGE OF VEHICLES
Car Jeepney Trucks Motorcycles Bicycle Total
C.M. Recto Left Turn to
M. Roxas Avenue 241 181 9 259 26 716
C.M. Recto Thru C.M.
Recto 1046 3036 33 530 25 4670
C.M. Recto Right Turn to
M. Roxas Avenue 451 574 12 72 6 1115
TOTAL 1738 3791 54 861 57 6501
Percentage % 26.73 58.31 0.83 13.24 0.88 100
DIRECTION
PM PERCENTAGE OF VEHICLES
Car Jeepney Trucks Motorcycles Bicycle Total
C.M. Recto Left Turn to
M. Roxas Avenue 485 140 26 294 8 953
C.M. Recto Thru C.M.
Recto 1408 2848 36 578 34 4904
C.M. Recto Right Turn to
M. Roxas Avenue 517 462 22 118 9 1128
TOTAL 2410 3450 84 990 51 6985
Percentage % 34.50 49.39 1.20 14.17 0.73 100
Based on the above table it shows that Jeepney has the highest
percentage traversing the C.M. Recto Street both morning and
afternoon peak hours.

3.5. General Traffic Conditions
M. Roxas Avenue and C.M. Recto Street as the access route of The Peak
Parksuites is regarded as an important road after serving as an access for
Barangay 34-D and other neighboring Barangays of South and North part of
Davao City. Traffic conditions along Roxas Avenue reflect the importance of
key development areas located along the road like Ateneo de Davao and
other commercial and institutional facilities. In general terms, traffic condition
along Roxas Avenue are busy during the peak AM and PM periods.
On the other hand, C.M. Recto Street, considered as Secondary Road is

access points going in and out of the facility. The proposed residential building
facility shares this secondary road with the establishments already operating
within the area and visitors from other part of Davao City. Generally a free
flowing traffic road with Level of Service B based on the observation and
survey conducted in the area.
AM LEVEL OF SERVICE ALONG C.M. RECTO

Volume/
7:00 - 7:30 1503 3006 0.50 B
7:30 - 8:00 1366.5 2733 0.46 B
8:00 - 8:30 998 1996 0.33 B
8:30 - 9:00 1499.5 2999 0.50 B
9:00 - 9:30 1266.5 2533 0.42 B
9:30 - 10:00 941.5 1883 0.31 B
10:00 - 10:30 853 1706 0.28 B
10:30 - 11:00 1426.5 2853 0.48 B
PM LEVEL OF SERVICE ALONG C.M. RECTO
Volume/
1:00 - 1:30 1257 2514 0.42 B
1:30 - 2:00 1021 2042 0.34 B
2:00 - 2:30 1277 2554 0.43 B
2:30 - 3:00 1270 2540 0.42 B
3:00 - 3:30 1503.5 3007 0.50 B
3:30 - 4:00 1260.5 2521 0.42 B
4:00 - 4:30 1642 3284 0.55 C
4:30 - 5:00 1166.5 2333 0.39 B
Legend: CM Recto Street

4 Lane Urban Street
Lane Capacity 1500 PCU
C.M. Recto Street Capacity 4 Lanes x 1500 = 6000

3.6. General Observations
Traffic behavior within the area is generally acceptable given the Philippines
road user environment. The traffic problems which can be readily observed
along within the project area arise as a result of:
 The section of C.M. Recto Street where the proposed residential and
commercial building facility is only four (4) lane one (1) way twelve (12)
Meter wide road. Traffic is expected whenever there is a vehicular
accident, peak AM and PM period.
 Parking and loading and unloading activities interrupting traffic flow.
Such activities include vehicles blocking through traffic lanes were
observed along C.M Recto Street but doesn’t build up to many vehicles
to cause traffic in the area
 Public transport operations such as jeepney stopping at non-
designated spots to load and unload passengers along C.M. Recto
Street and M. Roxas Avenue.
3.7. Approach Routes to the Development
The strategic approach to and from the development site are illustrated in
Figure 11.
3.6.1 Entry Routes
 From Felcris Central Mall, Quezon Boulevard, make a left turn to

Pichon Street approaching Andres Bonifacio Rotunda then take the
first exit to C.M Recto Street approaching to Main Entrance of the
proposed residential and commercial building facility.
3.6.2 Exit Routes
 Basically the reverse of the access-in (approach) routes as mentioned

above.

3.8. Traffic Issues and Concerns
The consultant conducted an assessment of key areas along C.M. Recto

Street and M. Roxas Avenue. These are existing traffic condition and
observations noted. Key issues and concerns are summarized as follows:
 Traffic build up during AM peak condition and PM conditions
 Traffic enforcers are visible during AM peak conditions to assist traffic
build up within the intersection of M. Roxas Avenue and C.M. Recto
Street
 Major commercial, residential and institutional facility are already
existing and operations and are also major contributors of traffic flow
within the area such as Marco Polo Hotel, City Triangle Mall, Ateneo de
Manila and the Night Market during the Evening
 The intersection are signalized with working Traffic signals such as
Traffic Lights
 Plenty of signage and warning signs are visible in the area
 Speed Limit of 30 Kilometers per hour is strictly implemented on both
streets
 Plenty of markings such as pedestrian crossings and other road
marking
 The road has a concrete pavement which is properly maintained
 Both road section are provided with working drainage system, no
clogging of drainage were spotted during the survey
 Sidewalks are clear from illegal vendors and unauthorized terminals
3.8.1 Intersection of C.M. Recto Street and M. Roxas Avenue
Intersection ID Name of Intersection
A M. Roxas Avenue/ C.M. Recto Street (4 Leg)
The area is categorized by traffic congestion during peaking conditions

both AM and PM.

3.9. Traffic Condition
3.9.1 Peak Hour at the Road Network
Results of the analysis on the traffic count data suggest that the flow in
the road network follow the so-called “traditional” peaking condition. On
a typical day, the morning peak hour occurs from 7:00 am to 9:00 am
while the afternoon peak occurs from 5:00 pm to 6:00 pm. Traffic flow
conditions are as illustrated in Figure 9
Figure 18: AM Peak Hour Traffic Condition along C.M. Recto Street
3.9.2 Travel Speed
In a survey conducted in the area, prevailing travel speed along C.M.

Recto Street and M. Roxas Avenue is summarized in Table 3.0.
Table 26: Existing Average Travel Speed along Key Routes
Road Max Speed (kph)
C.M. Recto Street 30

M. Roxas Avenue 30

4 TRAFFIC GENERATION AND IMPACT ASSESSMENT
4.9 A Trip Generation Estimating Procedure
The process of determining future traffic generation levels involves the

identification of suitable trip generation rates and applying these to the
expected levels and types of development (the development schedule) to
forecast likely the future traffic generation levels. The traffic generation of the
proposed residential and commercial building facility is regarded to be existing
traffic demand to the present traffic volume.
Estimates are also made regarding the general growth of ambient traffic along
the direct approach routes (external) to obtain a forecast of future ambient
traffic conditions. The net future development traffic generation therefore is
superimposed onto the existing traffic to provide an estimate on future road
traffic conditions.
Since the actual survey conducted is classified vehicular count, we consider

the average traffic growth for all types of vehicle as follows:
Table 27: Traffic Growth Rate, DPWH Atlas 2011

TRAFFIC GROWTH RATE
Type of vehicles along C.M. Recto Rate %
Street
Motorcycle 2.231
Passenger Car Private Car 3.801
Taxi 3.801
Utility Vehicles Jeep 2.231
Trucks 1.932
Bicycle 2.231
Ave. Growth Rate 2.7%

4.10 Traffic Generation Rates
TRAFFIC PROJECTION WITHOUT DEVELOPMENT ALONG C.M. RECTO (AM)
YEAR 2017 2020 2022 2024 2026 2028
TIME PCU/Hour Growth Rate PCU/Hour PCU/Hour PCU/Hour PCU/Hour PCU/Hour
7:00 - 7:30 3006 2.70% 3,256.12 3,434.32 3,622.28 3,820.52 4,029.62
7:30 - 8:00 2733 2.70% 2,960.40 3,122.42 3,293.31 3,473.55 3,663.65
8:00 - 8:30 1996 2.70% 2,162.08 2,280.41 2,405.21 2,536.85 2,675.69
8:30 - 9:00 2999 2.70% 3,248.54 3,426.33 3,613.85 3,811.63 4,020.23
9:00 - 9:30 2533 2.70% 2,743.76 2,893.93 3,052.31 3,219.36 3,395.55
9:30 - 10:00 1883 2.70% 2,039.68 2,151.31 2,269.05 2,393.23 2,524.21
10:00 - 10:30 1706 2.70% 1,847.95 1,949.09 2,055.76 2,168.27 2,286.94
10:30 - 11:00 2853 2.70% 3,090.39 3,259.52 3,437.91 3,626.07 3,824.52
Sample
Computation
PCU
(2020) =3006 (1+0.0270)^3
=3006 (1.027)^3
=3256

TRAFFIC PROJECTION WITHOUT DEVELOPMENT ALONG C.M. RECTO (PM)
YEAR 2017 2020 2022 2024 2026 2028
TIME PCU/Hour Growth Rate PCU/Hour PCU/Hour PCU/Hour PCU/Hour PCU/Hour
1:00 - 1:30 2514 2.70% 2,723.18 2,872.22 3,029.41 3,195.21 3,370.08
1:30 - 2:00 2042 2.70% 2,211.91 2,332.96 2,460.64 2,595.31 2,737.35
2:00 - 2:30 2554 2.70% 2,766.51 2,917.92 3,077.61 3,246.05 3,423.70
2:30 - 3:00 2540 2.70% 2,751.34 2,901.92 3,060.74 3,228.25 3,404.93
3:00 - 3:30 3007 2.70% 3,257.20 3,435.47 3,623.49 3,821.80 4,030.96
3:30 - 4:00 2521 2.70% 2,730.76 2,880.22 3,037.85 3,204.11 3,379.46
4:00 - 4:30 3284 2.70% 3,557.25 3,751.94 3,957.28 4,173.85 4,402.28
4:30 - 5:00 2333 2.70% 2,527.12 2,665.43 2,811.30 2,965.16 3,127.44
PM Peak Hour Traffic Generation for Residential Building

Trips/ Unit Trips PM PM
Dwelling Units Generated In Out
PCU/hour 65% 35%
The Peak 1,504 0.52/Dwelling 782 508 274
Parksuites Units
Reference ITE Trip Generation Manual, 9th Edition
Traffic generation rates for the various land uses of the proposed
development have been established from the consideration of Institute of
Transportation Engineers database rates. The database provides trip
generation rates for residential/commercial building use.

Table 28: Trip Generation Residential Condominium Building

Generation Rates
(Vehicle / Hour / Dwelling Unit)
PM Peak
Trips Per Unit
0.52/Dwelling Units
The details on estimation of traffic generation are provided in Table 4.1.

These figures give an estimate of the number of vehicles arriving and
departing in each hour (regarded here as In and Out).
Based on the table above, there will be an additional 782 Passenger Car
Unit (PCU)/ Hour upon the completion and full occupancy of The Peak
Parksuites. This additional figure to the volume of traffic will take effect on
year 2022, the projected date of the project completion.
4.11 Traffic Distribution
The expected directional distribution of traffic generated and attracted by the

proposed development is assigned by taking into account the estimated traffic
distribution.
The existing primary traffic routes that carry existing traffic demand and are
expected to service the potential generated traffic by the facility
This distribution is expected with high proportion of generated traffic which will
be traveling between areas in Metro Davao while the expected second most
traveled direction is towards North of the facility which is to include the
Northern part of Davao City
4.12 Traffic Data Analysis
As mentioned on the previous discussion, about 58% and 49%, AM and PM

peak hours respectively of the existing total vehicular traffic volumes along
C.M. Recto Street near the project area are public utility vehicles such as
jeepney. These public transports for its loading and unloading activities use
the road space particularly approaching intersection, as lay-overs and
terminals, hence limiting the available road capacity. Major delays are caused
by such activities particularly with PUV approaching intersections.

4.13 Traffic Impact Assessment
Considering the additional traffic as a result of the planned development with

traffic generation / forecast as shown in this report, The Peak Parksuites will
entail minimal impact on traffic.
Based on the traffic impact assessment made above, maximum traffic volume
generation is estimated additional 782 PCU per hour for PM peak conditions
by the year 2022 as additional volume for existing traffic condition in the area
for residential units upon full operation of The Peak Parksuites. This figure will
varies upon the utilization of the existing public transport within the area or
other mode of ride sharing transportation. Other trips generation will vary
depending on the type for tenant for commercial/retail establishments. Overall
traffic condition along C.M. Recto Street and M Roxas Avenue is generally
within the same level of congestion with manageable impact to traffic.
5 TRAFFIC MANAGEMENT PLAN
THE PEAK PARKSUITES Residential and Commercial Building Facility has

4,040.00 square meters of lot area located at C.M. Recto Street, Barangay
34-D, Poblacion, Davao City. The project is accessible via C.M Recto Street.
Accessing the project site may have little or high effect on the existing traffic
situation during the operation phase of the project. The following discussions
are the suggested transportation improvement needed to serve the traffic
which is generated by the existing development. The later discussion
includes mitigation on the expected project traffic impact on the existing road.
C.M. Recto Street with 12 meters carriageway is generally a slight to

moderate traffic area, more particularly in the afternoon since the area within
the vicinity is composed of commercial establishments and institutional
facilities such as commercial facilities, schools, Malls, Hotels and Showrooms.
However, congestion due to vehicles and traffic build up will not merely
caused by car units owned by the proponent and its tenants traversing the
area. Traffic congestion in the area particularly in C.M. Recto are caused by
other vehicle traversing the road going North Bound or South Bound during
peak AM and PM condition. Road accidents such as crashes and collisions
are also main contributor of traffic in the area.
Nevertheless, traffic congestion in the area must still be addressed either by

the Barangay, the local traffic control units of Manila, the Traffic Management
Office of Davao City and the Proponent. Vendor must be prohibited from
selling stuff on the side streets, particularly along C.M. Recto Street to
maintain the smooth flow of traffic within the area. Loading and unloading

activities at the side of the streets must also be given attention and
apprehended by the authority.
In connection with the proposed project development with regards to Traffic,

these are categorized in to 2 phases; during Construction Phase and its
Operational phase.
I. Construction Phase:
a. During this period, delivery of construction materials, equipment

and machineries as well as hauling of construction debris are more
likely affect both the traffic flow within the immediate vicinity of the
project development and may also hamper the construction
activities of the project.
- This can be prevented by organizing schedule of delivery of

construction materials, equipment and machineries as well
as hauling of construction debris and these activities can be
done during lean time such as late in the evening until the
break of dawn. Delivery time of the construction materials
should be after rush hour which may start from 10:00 PM to
4:00AM in the morning.
- The engineers/ construction manager must designate an

area for all the delivered construction materials. The project
proponent already designated an area which will serve as
staging area of the project for all the construction materials
such as gravel and sand, round bars, deformed bars and
other steel, cement, roofing materials etc. The proponent
also identified an area for the unloading of construction
materials/ drop off point of all delivered construction
materials to avoid traffic congestion along C.M. Recto Street
and M Roxas Avenue. Please refer on Figure 10 for the
location of staging area, loading and unloading area.
- Soil and other materials from excavation of the footing/

foundation of the building will also be located on a
designated area which will be schedule to be hauled and
transported also during night time to avoid contribution on
the existing traffic along C.M. Recto Street and M Roxas
Avenue.
- The contractor will submit the schedule of the delivery

schedule as well as the hauling of construction debris and

excavated soil to the Barangay and Local Traffic enforcer for

proper handling of traffic within the vicinity.
- Prior to aforementioned, it should be coordinated first to the

authorized person such as Barangay and Local Traffic
enforcer and designated company’s security guard or
authorized personnel to facilitate the said activities of the
project development.
- Lastly, during the aforementioned activities, the company

should first coordinate to the Barangay and Local Traffic
enforcer in order facilitate the clearing of the streets from
other vehicles who parks at the sidewalks. Consecutively, to
avoid any accidents which might derived from said activities.
b. Delivery vans, visitor’s cars and the likes may also add up to the
traffic congestion within the vicinity of the project development.
- The project development has area provided as temporary

space for parking and easy access for other vehicles such as
Delivery vans, heavy equipment and the likes.
c. And in relation to the initial take off of the project development

structure or as soon the structure rise.
- Safety nets will be provided by the Proponent at the outer

perimeter of the whole project development to prevent
unwanted materials and other debris falling out from the said
project in order to avoid accidents and traffic which may also
derived from this activities.
d. In case of by-standers/ outsiders and/ or people who does not have

any business with the project development;
- The proponent designated authorized personnel and security

guards to handle this situation and will be well coordinated
with the Barangay officials in case of un-toward incidents
which might happen/ occur whenever company’s personnel
inform these people.
- Provide billboards and/ or signage informing the public and

motorist on the ongoing activities within the project site.
Warning signs and safety instructions must also be visible

within the project site to avoid vehicular related accident

which may aggravates the traffic situation in the area.
II. Operational Phase:
a. During this period, tenants, visitors well as the management’s

respective service vehicles may eventually add up to the existing
traffic condition within the vicinity and/ or immediate area or the
proposed project development.
- It should be noted that during this activity, the Authorized

personnel and/ or designated security guard will play a vital
role on this period. These will be done in a more systematic
manner in order to avoid traffic congestion particularly along
C.M. Recto Street and M Roxas Avenue. Security Guard/
Traffic Personnel of the facility will guide the vehicles going
in and out of the residential and commercial building facility.
- Number of future vehicles in the project site is very minimal

since it is mostly residential areas and few commercial units.
These commercial units are provided for tenants for them to
minimize traveling to and from the facility to buy their basic
needs.
b. Operating Hours
The Peak Parksuites opens as early as 6:00 AM and

commercial units will be open 10 am onwards.
c. In case on illegal parking on both side of the street.
- Authorized personnel and/ or designated security guard will

also play a vital role during this period, these will as well
coordinated with the local traffic enforcers to avoid traffic
congestion within the traffic influence area.
- To mitigate the inconvenience imposed on the public,

security personnel shall lend traffic assistance to vehicles
entering the project’s area of responsibility. Traffic personnel
are also tasked to ensure that parking space is properly
utilized and shared by the buses and owners/ visitors
vehicles.

d. Parking Space
The Peak Parksuites will provide 263 car parking slot to

accommodate visitors and tenants private cars.
6 CONCLUSIONS
Based on the traffic impact assessment made above, maximum traffic volume
generation is estimated additional 782 PCU per hour for PM peak conditions
by the year 2022 as additional volume for existing traffic condition in the area
for residential units upon full operation of The Peak Parksuites. This figure will
vary upon the utilization of the existing public transport within the area or other
mode of ride sharing transportation. Other trips generation will vary depending
on the type for tenant for commercial/retail establishments. Overall traffic
condition along C.M. Recto Street and M Roxas Avenue is generally within
the same level of congestion with minimal impact to traffic.
As illustrated on the above figure, utilization of public transport will reduce

traffic volume within the area as compared to using private vehicles.
Traffic level is estimated to be within the capacity limit of the existing road.
Proper implementation of traffic rules and traffic management plan of the
proponent will help maintain the passable traffic situation in the project site.

Prepared by:
JEFFREY A. TORRES
TAC14-016-2015
Documentations Head
BROADFIELD Engineering Technologies
& Integrated Services
JAMES M. AQUENDE CE/EnSE

General Manager
BROADFIELD Engineering Technologies
& Integrated Services

THE PEAK PARKSUITES
PROJECT SITE
In
Out
Of the Facility
Figure 19: Approach and Exit Route

THE PEAK PARKSUITES
PROJECT SITE
EXISTING ROAD
NETWORK
Figure 20: Existing Road Network

THE PEAK PARKSUITES
ANNEXES

THE PEAK PARKSUITES
ANNEXES A
PHOTOS OF PROJECT SITE

THE PEAK PARKSUITES
ANNEXES B
FIELD DATA GATHERING

THE PEAK PARKSUITES
ANNEXES C
PLANS

The Peak Parksuites - Traffic Study - Draft

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The Peak Parksuites - Traffic Study - Draft

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Residential Condominium with Commercial Units Building Project

TRAFFIC IMPACT ASSESSMENT AND MANAGEMENT PLAN

TRAFFIC IMPACT ASSESSMENT AND MANAGEMENT PLAN

Table 1: Schedule of Activities ................................................................................................... 6

TRAFFIC IMPACT ASSESSMENT AND MANAGEMENT PLAN

Figure 1: Location Map .............................................................................................................. 7

TRAFFIC IMPACT ASSESSMENT AND MANAGEMENT PLAN

BROADFIELD Engineering Technologies and Integrated Services were

1.2. Study Objective and Main Tasks