Study on the Impact of the Construction Activity of Skyway Stage 3 on

Traffic Conditions along Osmea Highway and San Andres Street

Geoffrey CUETOa , Francis Aldrine UYb, Riches BACEROc, Albert John A.

BATHANd Isabelo P. EDADESe, Kurt Danielle D. SIMBULANf
a,b,c,d,e,f
School of Civil, Environmental and Geological Engineering, Mapua Institute of
Technology, Intramuros, Manila, Philippines
a
Email: geoffrey_cueto@yahoo.com
b
Email: faauy@mapua.edu.ph
c
Email: sehcir802002@yahoo.com

Abstract: Skyway Stage 3 is a 14.8km 2x3 elevated tollway intended to connect North and
South Luzon Expressway across the densely populated center of Metro Manila.This project
would serve as a vital link between Northern and Southern Metro Manila. Despite the fact that
the completion of this project would ease traffic congestion throughout the metropolis, the
impact of the construction activities of the project upon traffic conditions of adjacent roads
should be taken into consideration. This led the researchers deciding to conduct a Traffic
Study through a Traffic Impact Assessment in order to analyze these impacts. The study
mainly aims to determine of the impact of the construction activity of Skyway Stage 3 on
traffic conditions along Osmea Highway and San Andres Street through the use of TIA and
Four Step Modeling. The study has proven that due to this large scale construction activity,
adjacent roads to it become congested. Hence the need to provide mitigating measures in
order to alleviate the traffic conditions of affected roads.

Keywords: traffic impact assessment, congestion, mitigating measures, Skyway Stage 3

1. INTRODUCTION

Skyway Stage 3 is the continuing project of Skyway which will extend the stages 1 and 2 on
Buendia and would end at Balintawak. The project has a span of 14.8km of 2x3 elevated
tollway and is intended to connect NLEX (North Luzon Expressway) and SLEX (South
Luzon Expressway) across the densely populated center of Metro Manila. This project would
provide a reliable, efficient, and safe travel across Metro Manila. The project would consist of
8 strategic access points which are Buendia, Quirino, Nagtahan, Aurora Blvd., E. Rodriguez,
Quezon Ave., Sgt. Rivera, and Balintawak. This project would serve as a vital link between
Northern Metro Manila and Southern Metro Manila and would not only alleviate the traffic
conditions all throughout the metropolis but would also serve as a fuse for the strong
economies of CALABARZON, Mega Manila, and Central Luzon that accounts for 62% of the
countrys GDP in 2011. Basically, the increased interaction among these dynamic regions
would spur economic and social growth.
Despite the fact that the completion of this project would ease traffic congestion
throughout the metropolis, the impact of the construction activity of this project on traffic
conditions especially on the adjacent roads should be taken into consideration. Hence, upon
having this large development project, the researchers decided to conduct a Traffic Study
through a Traffic Impact Assessment in order to analyze the impact of the construction of this
project on the traffic condition of adjacent roads.
 The study mainly aims to determine of the impact of the construction activity of
Skyway Stage 3 on traffic conditions along OsmeaHighway and San Andres Street. This
would be done through: (1) conducting a Traffic Study through Traffic Impact Assessment,
considering the ongoing construction activity of Skyway Stage 3; (2) using Four-Step
Modeling that includes Trip Generation/Attraction, Trip Distribution, Modal Split and Trip
Assignment; (3) determining the Level of Service using the traffic volume and capacity of the
roads to be studied; (4) projecting a 30-year estimation of future traffic; and (5) determining
the Land Use and Zoning of the study area.
The study would help determine the effects of the construction activity of Skyway
Stage 3 along traffic conditions of OsmeaHighway and San Andres St. Upon determining
these impacts, the traffic congestions may be reduced by providing mitigating measures to
alleviate the traffic condition during the construction period. As a result, delays would be
prevented and the number of accidents could possibly decrease. The results obtained from this
study would be helpful to people living around the study area as it would give them an idea of
the traffic conditions of the area. Through this, they would be able to find other routes to take
in order to divert away from these congested roads hence lessening the chances of spending
too much time transporting from one place to another. The study may also serve as a basis for
conducting traffic impact assessments, which is a very essential tool nowadays in the field of
transportation engineering.
This large scale construction would affect a lot of roads but the study would only be
limited to the construction activitys impact to the intersection of Osmea Highway and San
Andres Street. The researchers would request data regarding the Traffic Impact Assessment of
Skyway Stage 3 done by Citra Central Expressway Corporation, who are the main proponent
of this project. This is to make a validation of their projections regarding the future traffic
condition of the said area. In case the existing TIA of the Skyway Stage 3 could not be
obtained, the researchers would conduct their own Traffic Study without the aid of the
previous data.
The analysis of land use would cover a 300 meter radius from the intersection of San
Andres Street and Osmea Highway, which is likely to be one of the most affected roads due
to the construction of this project (Figure 1.2). An actual observation of the land use would be
done together with an updated land use and zoning map of the study area to be taken from the
city office governing the study area.

2. REVIEW OF RELATED LITERATURE

2.1 Road Construction

The Skyway Stage 3 project aimed not only to lessen the travel time between the North and
South Luzon Expressway but also to possibly help lessen traffic volume on EDSA. The said
elevated expressway may serve as an alternate route for motorists utilizing EDSA. A study by
Quezon (1994), determined the effects of construction of flyovers on traffic flow on Metro
Manila. The study analyzed the situation between a road with flyover and without a flyover
using the travel and delay time as the measure for evaluation. The results of the study showed
that the construction of flyover is justifiable because of the positive impact by way of
convenience to travelers. In contrast, Win, Kobota and Sakamoto (2007), believed that
supplying more roads to relieve the congestion problem could not always be the best option.
This is because they believed that building new roads can actually compound congestion, in
some cases, by inducing greater demands for vehicle travel that quickly eat away the
additional capacity. Against this backdrop of serious existing and growing congestion, traffic
control techniques and information systems are needed that can substantially increase capacity
and improve traffic flow efficiency. Furthermore, having this elevated expressway would be
very efficient but its construction may be a burden to the roads where the expressway would
go through. Lane closures on roads and highways where construction will occur could
probably increase congestion. The presence of work zone could reduce road capacity and
traveling speed. The reduction of road capacity and low traveling speed could increase traffic
delay. Work zone configuration factors like the activity area length and transition area length
are found to significantly affect the traffic delay at work zones (Meng and Weng, 2013).

2.2 Congestion

Traffic Impact Analysis should be done in order to prepare for any congestion on traffic flow
that a certain development may induce. A main cause of congestion is the lack of effective
measures to control such land developments. These congested conditions have prompted
planners to necessarily implement TIA in their cities (Hokao, Limapornwanitch, Montalbo, &
Fukuda, 2005). Congestion does not only affect the movement of people but the flow of goods
to the market as well. To the traveler, congestion means lost time, missed opportunities,
frustration and waste of personal resources. To the employer, congestion means lost worker
productivity, delivery delays, and increased costs. (Zhang & Yue, 2001). Congestion greatly
affects speed, reliability, and cost of urban and intercity freight movements as well (Hokao et
al., 2005).

2.3. Traffic Impact Assessment

A simple definition of traffic impact analysis is given as "a specialized study which assesses
the effects that a particular development's traffic will have on the surrounding transportation
network" (McKenna Associates, 1994). The concept of TIA originated in the United States of
America. Over time, the governments of the USA and other western countries have realized
that while reaping huge profits, the developers also transfer the new traffic load the developed
projects have generated to the public sector. As a result of this conception and starting in the
1980s, most US federal, state and county authorities started to request developers carry out
TIA, so as to define the responsibilities for the need to improve traffic after development
projects have been completed (Wang, 2003). Traffic impact assessment (TIA) includes
formulation of traffic management schemes and recommendation of infrastructure for possible
transportation and traffic problems that will be encountered during the construction and
operation phases of projects (Regidor and Teodoro, 2005).
In the Philippines, the conduct of TIA has not yet been clearly institutionalized (Hokao
et al., 2005). Traffic impact studies are a fundamental part of the environmental impact
assessment (EIA) process for projects. These are not usually required in the Philippines yet
recently more developers in Metro Manila have been required to undertake traffic impact
assessment (TIA) to secure an Environmental Compliance Certificate (ECC) for their projects
(Regidor and Teodoro, 2005). In that case, most of development projects here in the
Philippines that doesnt conduct TIA may cause traffic delays especially big establishments
like shopping centers, recreational areas, and as well as highway development projects.
According to (Wang, 2003) TIA methods are different for different types of structures.
However, there are general procedures of TIA in general: data collection is the first method,
collecting all the necessary data before starting a TIA and it includes the road network and
structure in vicinity of the project and the nature, scale, area, the locations of entrances and
exits and parking lots of the project. After collecting all the data needed in the TIA, the
determination of the scope will take place next because we must take into account the impact
of the added generated traffic volume brought by the new source on the surrounding facilities.
Next is the determination of traffic forecast for a year, this is dependent upon the time the
project will be constructed and the year of operation after the construction is done. In addition
the forecast should have a year allowance in order for the public to adjust in the changes that
happens. The next procedure is to conduct traffic survey on the area of study in order to find
out the capacity in space and time of the road network, its level of service, parking facilities
and the mode of public transportation. Next procedure is traffic volume forecasting and it was
subdivided into two types background traffic volume forecasting and induced traffic volume
forecasting. Background traffic volume corresponds to the present traffic volume when there
is no additional volume coming from the development project, background traffic volume is
classified into two parts; one being the pass through traffic which means that the starting point
and destination that lie outside the limit of the project; the other being the traffic volume of
other development project lies inside the scope of the study area. The induced traffic volume
is the traffic produce by the said project. Original unit method is used to project the generated
traffic volume while gravity model method OD matrix estimation can be used to project the
volume division in different directions. Next task is to forecast, together with the assumption
that the new development project is finished and in fully operation, and assume the hourly
traffic volume to rush hour, conduct level of service sensitivity analysis and to compute the
relation of new added volume to the entire volume in order to determine the effect of the
development in the adjacent road network. Last procedure is the conclusion; this is base on
the traffic impact analysis where recommendations are being discussed together with the
improvement suggested to make sure that the new development project will not affect the
level of service of the said road. If and only if the said methods are inadequate to endure the
level of service of nearby roads network this is the time where recommendations are made to
lessen the value of the proposed project.
An example of development projects that made use of TIA here in the Philippines was
Port District of Manila. The development of Port District of Manila involves simulation of
four TIA cases: Case 0 for the existing condition; Case 1 for year 2015, without the port
project; Case 2 for year 2015, with the port project; and Case 3 for 2015, with the project and
with additional transport infrastructure. In year 1996, the forecasted average hourly truck
traffic was 83 at south harbor, 88 at north harbor, and 126 at MICT having a total of 297
trucks per hour. Now in year 2014, the average hourly traffic of trucks due to the port
development was 345 at south harbor, 145 at north harbor, and 440 at MICT, having a total
value of 930 trucks per hour (Romero, 2001). In addition, a Traffic Impact Study at a three-
legged intersection at India was conducted mainly at Durga ghat in Vijawada, Andhra Pradesh
and conducted a traffic volume count. In this paper the observation shows that the capacity of
dual lane carriageway with both directions (14mts) is exceeded by the volume of travels at
that junction. Normally the capacity of two-lane both direction carriage way is 3000 pcus/day
(IRC 106:1990), but the study area results says that the peak hour vehicular traffic was 5000
pcus/day (Shyam Prakash, et al, l2012). This shows that conducting TIA is important on any
development project especially the ones that attracts huge amount of traffic. It must be taken
into consideration that service roads in adjacent to a certain development are in smooth traffic
conditions in order to avoid domino effect of traffic congestion in different roads near a
certain development.
2.4 Land Use and Zoning

Due to rapid urban developments in developing cities, the integration of land-use and
transportation planning is very necessary. However, up-to-date land-use and transportation
interaction planning is still difficult, because of rapid urbanization and complex relationships.
The lack of human resources, budget, and necessary data are some of the hindrances. The
planners in Bangkok have tried to utilize Traffic Impact Assessment (TIA) in harmonizing
land developments and transportation improvements, but without a complete land-use
comprehensive plan, the TIA cannot effectively manage urbanization (Limapornwanitch,
Teknomo, Hokao and Fukuda, 2004).

3. METHODOLOGY
Conceptual Framework

Construction
activities of
Skyway Stage 3

Congestion Traffic Impact Assessment Mitigating Measures

Improved
Traffic
Figure 3.1 Conceptual Framework Condition

Skyway Stage 3 is an elevated expressway that would provide a reliable, efficient, and
safe travel across Metro Manila. It would serve as a link connecting the northern and southern
part of Metro Manila. This project would be of huge help but we must realize that for every
construction of a project, there would be corresponding traffic congestion, regardless of its
size. The Skyway Stage 3 Project is a large scale project that would definitely cause
congestion upon its adjacent roads during its construction. As engineers, we should provide
solutions to these effects of construction activity. A traffic impact assessment is an essential
tool in determining the effects a construction project brings upon an area. This utilizes traffic
counting and determination of the level of service of a road, which tells describes the type of
flow vehicles experiences here. This also includes projections of future traffic in order to
forecast the long term impacts of a project. Upon knowing the actual impact of this large scale
construction, possible solutions and mitigating measures would be recommended in order to
alleviate and improve the traffic condition of the affected roads.
Analytical Framework

Setting of Main Objective

Review of Related Literatures Road Construction

Congestion
Traffic Impact Assessment
Land Use and Zoning

Data Gathering Existing TIA (Citra Central Exp. Corp.)

Existing Traffic Count (MMDA)
Road Geometry (DPWH)
Land use of the Study Area (City Hall)
Actual Traffic Count
Data Analysis
Traffic Study (Traffic Impact Assessment)
Four Step Model
Level of Service
Findings and Conclusion Land Use Analysis

Recommendations

Figure 3.2 Analytical Framework

Detailed Methodology
The researchers began by formulating the main objective of the research paper. The
main objective was categorized into specific objectives that meet the purposes and goals of
the study. Afterwards, the researchers gathered related literatures that helped them into having
a better understanding on subjects covered by the study. These are journals, articles, thesis and
research papers that relates to traffic impact assessment, congestion, the state of TIA in the
Philippines, examples of TIA (local and foreign), effects of road construction, and zonal
analysis and land use.
Data gathering started as the researchers went to the site, which is 300m radius from
the intersection of San Andres Street and Osmea Highway, to make an ocular inspection.
The land use was identified by determining the types of structures/buildings within the 300m
radius, whether residential, commercial, etc. The researchers then went to Citra Central
Expressway Corporation to request for data about their previous study regarding the traffic
impact assessment of Skyway Stage 3 Project along Osmea Highway. The company
generously gave the data but only allowed the researchers to take pictures of it, since these
data are of proprietary nature. These data includes existing traffic flow analysis for 2010 and a
projection of the traffic flow with and without diversion. Data were also requested from the
Department of Public Works and Highways (DPWH). Information regarding the road
geometry including the type of pavement on the site, the number of lanes and its dimensions
were obtained. The researchers also sought help from the Metro Manila Development
Authority (MMDA) by requesting data regarding the traffic count along the Osmea Highway
and San Andres Street. A printout of the traffic count on the study area was provided, a count
that was made on the year 2010. Apart from these, the researchers also went to Manila City
Hall to ask for data regarding the land use and zoning map of the study area. A Zoning Map
for 2005-2020 that was prepared by Palafox Associates was obtained. This data is helpful
because the difference in the land use throughout the years would affect the results of the
existing TIA. The land use would also help estimate the trip attraction of the area.
The researchers then started conducting the traffic count along Osmea Highway and
San Andres Street. The researchers, together with a traffic count team, tallied the number of
vehicles traversing the study area. These vehicles were classified to car, taxi, van, FX, jeepney,
bus, truck (trailer and delivery), motorcycle, tricycle and bicycle. The tally was further
classified as to whether what direction these vehicles come from and the direction they are
going to, i.e. north-south. The traffic counting was done for 12 hours, starting from 6am and
ending in 6pm, where counts were grouped per hour. The weekend count was done on a
Sunday (August 31, 2014) while the weekday count was done on two Tuesdays (6am-12nn on
September 9 and 12nn-6pm on September 16, 2014).
The collected data were then compiled and analyzed. The traffic count was first
converted in to passenger car units using a passenger car equivalent factor (PCEF). This is to
proportion the size of the vehicles to a single size, a passenger car being the base size. After
converting all the vehicle counts to passenger car units (PCU), the total PCU per hour was
summed. The hour with the largest value of PCU per hour was then considered the peak hour
of the traffic count. The peak hour was selected since this the critical hour of traffic that needs
to be analyzed. The level of service of the roads San Andres Street and Osmea Highway
were both determined for their peak hours. This was determined by getting the ratio of the
volume of vehicles, which is dependent on the traffic count, to the capacity of the road, which
is dependent on the geometry of the road. The level of service then determined whether the
said road is congested or not. Apart from the analysis of the current traffic conditions along
study area, a 30 year projection of traffic was done. This was done to analyze the impact of
the project in the future in order to be able to provide measures to prevent these impacts.
Upon determining the impact of the construction activity of Skyway Stage 3 along
Osmea Highway and San Andres Street, mitigating measures were suggested to alleviate the
traffic condition of the study area.

4. RESULTS AND DISCUSSION

The main objective of this study is to analyze the impact of the construction activity of this
project on the traffic conditions along the intersection of OsmeaHighway and San Andres St.
The researchers would like to attain this main objective by means of incorporating a Traffic
Validation and conducting a Traffic Study for the study area.
In conducting a traffic study, the researchers are concerned in 5 main variables which
are to be analyzed and therefore be used as a basis for the Traffic Validation to be done for
this research. The variables to be used are as follows:
- Trip Generation
- Trip Distribution
 - Modal Split
- Trip Assignment
- Level of Service

Providing a data for the variables shown above would help the group in doing the
Traffic Impact Study for this research. Given that this project already have a Traffic Impact
Assessment which was done by Citra on the said area, the researchers may now assess and
compare the traffic projections of the previous TIA with regards to the updated Traffic Study
to be done by the group.
Besides conducting a Traffic Study and incorporating a Traffic Validation, the Land
Use and Zonal Value on the area of influence would be used. For the area of influence, the
researchers followed a standard of 300m radius from the point of intersection of
OsmeaHighway and San Andres St. Land uses and Zonal Value are helpful in predicting
possible causes of congestion with regards to the present establishments along the area of
influence. Also, this may help in predicting the flow of traffic along the study area which aids
in providing mitigating measures to alleviate possible traffic congestions on the said area.
Given an overview for the methodology of analyzing results and interpreting different
gathered data, here are the specifics:

Area of Influence of the Development

For the area of influence of the development, the researchers followed the standard
300-m radius from the intersection of San Andres St. and OsmeaHighway. Existing utilities
such as electrical posts, fire hydrants, MWSS fixtures, etc. are tallied as these will be all
affected by the said development.
Existing roadway is of asphalt finish with rough cement plasters as remedy to uneven
surfaces. Three lanes in each direction of Osmea Highway are fully operational out of 3-5 N-
S lanes. One lane in each direction, on the other hand, for San Andres st. is fully operational.
The intersection of San Andres St. and Osmea Highway is approximately 39mx27m
(1053m2), signalized such that the main directions N-S and S-N are allotted of 95 seconds
runtime, while the sub-directions E-W and W-E are allotted of 35 seconds. It should be noted,
though, that a railway intersection (PNR) approximately 22m in length and 10m in width is
present approximately 12.5m from the east-side of the four-leg intersection.
Pedestrian are walkable on both sides of Osmea Highway while there is none along
San Andres st. because of illegal structures and property extensions. Significant number of
motorcycles is observed on both main and sub-directions. The on-going construction occupies
the two lanes of the N-S direction where heavy equipment such as mobile crane can be found.
A larger part of the area falls under the residential land use. No future development of
any other structure is observable within the 300-m radius aside from Skyway Stage-3.

Traffic Volume Count and Intersection Analysis

Traffic Count was done for a weekday and a weekend for 12 hours. Exact time and
date were 06:00AM-12:00PM and 12:00PM-06:00PM of August 31, 2014 (Sunday),
06:00AM-12:00PM of September 09, 2014 (Tuesday), and 12:00PM-06:00PM of September
15, 2014 (Tuesday).

Mitigating Meaures

Based on the result of the traffic projections, the researchers compared the result of the
analysis on the study area without construction and the analysis with construction. The results
of the study showed that without construction, Osmena Highway was at LOS C,
corresponding to moderate traffic flow, but during construction, it changed to LOS E,
corresponding to heavy traffic flow.

Soft Measures
Improve traffic light system during peak hours: Adjustments in the traffic light system
would be a huge help. During peak hours, since Osmena Highway has a worse level of
service compared to San Andres Street, the red light should be longer for San Andres
Street while Osmena Highway should experience a longer green light in order to give
way to the volume of traffic along Osmena Hi-Way.
Restriction of on-street parking and residential parking for San Andres Street: This
should not be allowed and strictly implemented so that all the vehicles that crossing
the street can use the lanes properly.
Implementation of proper loading and unloading zones: Stopping in areas near
congested road to pick up passengers would result to further congestion, especially
along San Andres Street.
Rerouting: Providing alternate routes for vehicle owners to pass through in order to
refrain and stay away from congested roads.
Providing a strict no left turn policy along the intersection of Osmena Hi-Way: As
discussed earlier on the Trip Assignments, there are 12 directions considered for the
traffic flow of vehicles and these includes all the left turns coming from all directions.
Based on ocular inspection, left turning vehicles from all directions tends to block
parts of the leftmost lane and worse 2 lanes are being blocked due to the left turning
vehicles. In order to avoid these situations, a strict no left turn policy should be
provided to avoid impeding traffic flow especially for traffic at Osmena Hi-Way.
Placement of traffic enforcers along the intersection: Traffic Enforcers are needed in
order to maintain the discipline of motorists considering stop and go of traffic,
following road markings especially for intersections, and guide for traffic in case
congestions occur along the said intersection.

Hard Measures
Rehabilitation of lane markings: This is needed in order for traffic to be guided
whether they are on the right lane or not. Following proper lanes attributes to better
flow of traffic.
Providing notification signs or warning signs: Distance away from the intersection,
warning signs should be provided in order for the motorists to know that there are
construction activities happening in order for them to immediately divert their route to
avoid crossing the congested roads.
Relocation of public utility terminals: Tricycle terminals and Jeepney terminals
especially along the San Andres St. should be relocated in such way that traffic in San
Andres St. would be smooth. As observed on the study area, numerous Jeepneys and
Tricycles tend to be idle near the intersection of San Andres St. and Osmena Hi-Way
which prevents traffic along San Andres St. from moving freely as they cross the
intersection. This mainly results in road blocking of traffic along Osmena Hi-Way.
Development of biking system along Osmena Highway: This is to be done for the
promotion of non-motorized transportation system along the highway in order to
maximize the use of the side walk along the said area and to partially lessen the
vehicle that will pass through the highway.
5. CONCLUSIONS

In this study, the researchers aim was to determine the impact of the construction activity of
Skyway Stage 3 on the traffic conditions along Osmea Highway and San Andres St. The
group adheres on factors that affect the transportation network along the traffic analysis zone.
This was done by means of conducting a traffic study with the aid of four step model
specifically Trip Generation, Trip Distribution, Modal Split, and Traffic Assignment. Besides
four step model, the researchers incorporated the concept of traffic projections and
recommended mitigation plans in order to address the impact that the construction activity of
Skyway Stage 3 may induce on the adjacent roads considered along the study area.
As stated in this study, every construction has a corresponding effect on the traffic
conditions along a certain perimeter near any development. With this, the researchers pursued
this study and would like to help in aiding traffic congestions along the chosen area of study.
In order to achieve the required results for this study, the researchers seek the help of private
and government sectors like Department of Public Works and Highways and Citra Central
Expressway Corporation regarding the variables needed in order to be able to conduct a traffic
study for the traffic analysis zone. Furthermore, the researchers collected all data necessary to
make this study feasible.
Gathered data contains the existing traffic flow analysis of Osmea Highway from the
Citra Central Expressway Corporation, Road Geometry of San Andres St. and Osmea
Highway from the Department of Public Works and Highways (DPWH), Traffic Growth
Rates and Passenger Car Equivalent Factors (PCEF) from DPWH, and Traffic Counts for both
roads at Metro Manila Development Authority (MMDA). Existing Traffic Flow analysis for
Osmea Highway was used for the without construction scenario in determining the level of
service of the roads to be considered and as well as providing traffic projections in order to
address the future development of traffic and maintain the good transportation network flow
on the study area. Road Geometry of roads considered along the study area was used in
determining the road capacity which would aid in determining the level of service. Next,
traffic counts gathered from the MMDA were used for validation of our the groups own
traffic count and served as a reference on how traffic count should be conducted along the
intersection of Osmea Highway and San Andres St. Passenger Car Equivalent Factors and
Traffic Growth Rates are used for computing Passenger Car Units (PCU) and as well as
projecting traffic counts for 30-year projection.
With the aid of the data gathered from public and private sectors, the group was able to
conduct the traffic count along the said intersection and the results were used in incorporating
the concept of four step model in the study. After the incorporation of four step model, data
was then analyzed and Level of Service for the two scenarios specifically without
construction and with construction was determined. Upon determining the level of service
for both scenarios these were now compared and checked whether there are abrupt changes in
the Level of Service. Besides determining the Level of Service, traffic projections were done
by the researchers in order to address traffic growth and future effects of the construction in
the transportation network and these traffic projections would aid the researchers in providing
mitigating measures for LOS E and LOS F results at the data provided.
From the data analysis and traffic projections for the two scenarios at Osmea
Highway, it can be seen that there are abrupt changes of LOS as of 2014 which are LOS C
and LOS E for without construction and with construction respectively. This shows that
the construction activity of Skyway Stage 3 has a big effect on the traffic conditions along
Osmea Highway. Considering the Modal Split of the traffic counts for the area, it can be
seen that most of the vehicles passing along Osmea Highway and San Andres St. at peak
hours are Cars (ranging from 30% to 45%) and Jeepneys (ranging from 37% to 42%)
respectively. This can be considered as one of the reasons why traffic congestions are present
along the area since the volume of vehicles needed to accommodate the population of the area
is very high due to the fact that people consider the use of cars rather than utilizing mass
transportation vehicles like buses.
Next, looking at Trip Distribution data, it shows that most of traffic counted along the
intersection are passing along Osmea Highway rather than San Andres St. which goes to
show that Osmea Highway is more prone to traffic congestions than Osmea Highway and
also considering the fact that the capacity of Osmea Highway was lessened because of two
lane closure at southbound side. This can be clearly seen by doing a comparison of the Level
of Service of Osmea Highway and San Andres St. at peak hours.
Summarizing, the construction of the Skyway Stage 3 has a big effect on Osmea
Highway since abrupt changes in LOS was observed upon comparing the Traffic Flow
Analysis done by the Citra Central Expressway Corporation for the without construction
scenario and the studys Traffic Flow Analysis for the with construction scenario. With this,
the researchers would considers on providing mitigating measures in order to address traffic
congestions induced by the construction activity of this project especially for Osmea
Highway which has LOS E and LOS F values at the present traffic analysis and future traffic
projections respectively.

6. RECOMMENDATIONS

After determining the impact of the construction activity of Skyway Stage 3 along Osmea
Highway and San Andres St. and arrived to conclusions that would address the main objective
of this study, the researchers suggests that a further study of this research to be done in order
to show not only the impact of construction activity but also to determine its effect after the
construction is done and when the Skyway is starting operation. Furthermore, the group
advocates for a Traffic Impact Assessment to be done for other adjacent roads to be affected
by the construction of this project besides the intersection of San Andres St. and Osmea
Highway in order to provide mitigating measures for all transportation networks what would
be affected and possibly congested by the said development upon start of construction. Lastly,
the researchers recommend that on the further study of this research, an interview on the
contractors and management of the Skyway Stage 3 project should be done in order to be able
to provide more mitigating measures to alleviate possible traffic congestions that the
construction activity may imply not only on the study area considered but also on other areas
along the vicinity of the construction site.
 REFERENCES

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