52083-002: Malolos-Clark Railway Project

Environmental Monitoring Report

Semi-annual Environmental Monitoring Report No. 1 March 2020

PHI: Malolos-Clark Railway Project – Tranche 1 Volume IV

September 2019 – March 2020

Prepared by the Project Management Office (PMO) of the Department of Transportation (DOTr) for the Government of the Republic of the Philippines and the Asian Development Bank.

CURRENCY EQUIVALENTS (as of 30 March 2020)

Currency unit – Philippine Peso (PHP) PHP1.00 = $0.02 $1.00 = PHP50.96

ABBREVIATIONS ADB – Asian Development Bank BMB – Biodiversity Management Bureau Brgy – Barangay CCA – Climate Change Adaptation CCC – Climate Change Commission CDC – Clark Development Corporation CEMP – Contractor’s Environmental Management Plan CENRO – City/Community Environment and Natural Resources Office CIA – Clark International Airport CIAC – Clark International Airport Corporation CLLEx – Central Luzon Link Expressway CLUP – Comprehensive Land Use Plan CMR – Compliance Monitoring Report CMVR – Compliance Monitoring and Validation Report CNO – Certificate of No Objection CPDO – City Planning and Development Office DAO – DENR Administrative Order DD / DED – Detailed Design Stage / Detailed Engineering Design Stage DENR – Department of Environment and Natural Resources DepEd – Department of Education DIA – Direct Impact Area DILG – Department of Interior and Local Government DOH – Department of Health DOST – Department of Science and Technology DOTr – Department of Transportation DPWH – Department of Public Works and Highways DSWD – Department of Social Welfare and Development DTI – Department of Trade and Industry EA – Executing Agency ECA – Environmentally Critical Area ECC – Environmental Compliance Certificate ECP – Environmentally Critical Project EGF – Environmental Guarantee Fund EHS – Environmental Health and Safety EIA – Environmental Impact Assessment EIS – Environmental Impact Statement EISR – Environmental Impact Statement Report EMB – Environmental Management Bureau EMF – Environmental Monitoring Fund EMoP – Environmental Monitoring Plan EMP – Environmental Management Plan

ENRO – Environment and Natural Resources Officer EQPL – Environmental Quality Performance Level ERA – Environmental Risk Assessment ERP – Emergency Response Plan ESRD – Environment, Social and ROW Division EU – Environmental Unit FAM – Facility Administration Manual FMB – Forest Management Bureau GAF – Grievance Action Form GCR – Greater Capital Region GPS – Global Positioning System GRM – Grievance Redress Mechanism IEC – Information Education and Communication IEE – Initial Environmental Examination IFC – International Finance Corporation IIA – Indirect Impact Area IRR – Implementing Rules and Regulations ISF – Informal Settler Families JDT – JICA Design Team JICA – Japan International Cooperation Agency LGU – Local Government Unit LIAC – Local Inter-Agency Committee LRT – Light Rail Transit LRTA – Light Rail Transit Authority MCLUPZO – Manila City Comprehensive Land Use Plan and Zoning Ordinance MCRP – Malolos Clark Railway Project MCRRS – Manila-Clark Rapid Railways System MENRO – Municipal Environment and Natural Resources Office MGB – Mines and Geosciences Bureau MMDA – Metro Manila Development Authority MMSP – Metro Manila Subway Project MMT – Multipartite Monitoring Team MNTC – Manila North Tollways Corporation MOA – Memorandum of Agreement MPDO – Municipal Planning and Development Office MRT – Metro Rail Transit NAMRIA – National Mapping and Resource Information Authority NCCA – National Commission for Culture and the Arts NCR – National Capital Region NECP – Non-Environmentally Critical Project NGO – Non-Government Organization NHA – National Housing Authority NHCP – National Historical Commission of the Philippines NLEX – North Luzon Expressway NLRC – North Luzon Railways Corporation NM – National Museum NSCR – North South Commuter Railway Project NSCR EX – North South Commuter Railway Extension Project

NSRP – North South Railway Project NTP – Notice to Proceed ODA – Overseas Development Assistance OSH – Occupational Safety and Health PAF – Project Affected Families PAP – Project Affected Persons PD – Presidential Decree PEISS – Philippine Environmental Impact Statement System PEMAPS – Project Environmental Monitoring and Audit Prioritization Scheme PENRO – Provincial Environment and Natural Resources Office PEPRMP – Programmatic Environmental Performance Report and Management Plan PH – Public Hearing PMO – Project Management Office PNP – Philippine National Police PNR – Philippine National Railways PNSC – Philippine National Structural Code PO – People Organizations PPE – Personal Protective Equipment PRI – Philippine Railway Institute RA – Republic Act RAP – Resettlement Action Plan RHU – Rural Health Unit RIC – RAP Implementation Committee ROW – Right-of-Way SB – Sangguniang Bayan SCPW – Society for the Conservation of Philippine Wetlands Inc. SCTEX – Subic-Clark-Tarlac Expressway SDP – Social Development Plan SMR – Self-Monitoring Report SPS – Safeguard Policy Statement STPP – Sucat Thermal Power Plant SWMP – Solid Waste Management Plan TIA – Traffic Impact Assessment TMS – Train Management System TOR – Terms of Reference UNDP – United Nations Development Program UNESCO – United Nations Educational, Scientific and Cultural Organization

NOTE{S} (i) In this report, "$" refers to United States dollars

This environmental monitoring report is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature.

In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

The study area covers (37) survey locations (32 intersections, 4 roundabouts, 1 midblock) within the Malolos – Clark line, as illustrated in the Figure 2.1. These survey locations are in the cities/ municipalities of Malolos, Calumpit in Bulacan and Apalit, San Simon, Minalin, Santo Tomas, San Fernando, Angeles, Mabalacat in Pampanga, Bamban in Tarlac and Subic Bay Freeport Zone in Zambales. Majority of the survey locations are in the vicinity of the railway alignment and will serve as access roads during the construction and operation period. The intersection in Bamban is included as it will serve as access to feeder traffic during the operations of the New Clark City Station. Meanwhile, surveys were conducted in Subic Freeport Zone as construction materials will be transported from the port, passing through these intersections and to the depot and construction yards at the vicinity of the alignment.

Figure 2.1. Study Area

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The vicinity of the Malolos – Clark line is divided into six areas as summarized in Table 2.1 and illustrated in Figure 2.2 to Figure 2.7.

Table 2.1. List of Survey Intersections No. Name Area Intersection Name LGU Intersection 1 N01 1 MacArthur Hwy/ Catmon Road Malolos Signalized 2 N02 1 MacArthur Hwy/ Pulilan Regional Road Calumpit Signalized 3 N03 1 MacArthur Hwy/ Provincial Road Calumpit Signalized MacArthur Hwy/ Apalit - Macabebe- 4 N04 1 Masantol Road Apalit 5 N05 1 MacArthur Hwy/ Quezon Road San Simon 6 N06 1 MacArthur Hwy/ Sta Maria Minalin Signalized 7 N07 1 MacArthur Hwy/ Municipal Rd Santo Tomas 8 N08 1 Capitol Blvd/ Pedro Gil St San Fernando 9 N09 1 MacArthur Hwy/ Jose Abad Santos Avenue San Fernando 10 N10 1 MacArthur Hwy/ Lazatin Blvd San Fernando Signalized 11 N11 2 MacArthur Hwy/ San Isidro-Alasas Road San Fernando 12 N12 2 MacArthur Hwy/ Maligaya San Fernando Signalized 13 N13 2 MacArthur Hwy/ Baliti Road San Fernando Signalized 14 N14 2 MacArthur Hwy/ Santo Rosario St Angeles Roundabout 15 N15 2 MacArthur Hwy/ Santo Entiero St Angeles Roundabout 16 N16 2 MacArthur Hwy/ Jake Gonzales Blvd Angeles Roundabout 17 N17A 4 MacArthur Hwy/ Manuel A. Roxas St. Angeles 18 N17B 4 MacArthur Hwy/ 1st Street Angeles 19 N18 4 MacArthur Hwy/ Dau Access Road Mabalacat Signalized 20 N19 A 4 MacArthur Hwy/ Mabiga EB Mabalacat 21 N19 B 4 MacArthur Hwy/ Mabiga WB Mabalacat 22 N20 4 MacArthur Hwy/ Sta Ines Interchange Mabalacat 23 N21 3 MacArthur Hwy/ Dolores Interchange Mabalacat 24 N23 5 MacArthur Hwy/ unnamed road Bamban Signalized 25 N24 3 Prince Balagtas Ave / Clark North Exit Mabalacat 26 N25 3 Prince Balagtas Ave / Sacobia River Bridge Mabalacat 27 N26 4 Gil Puyat Ave / Clark East Perimeter Road Mabalacat 28 N27 4 Claro M. Recto Hwy/ A. Bonifacio Ave Mabalacat Signalized 29 N28 4 SCTEX Clark South Interchange Exit Angeles 30 N29A 4 Manuel A. Roxas/CMAR/1st St Angeles Signalized 31 N29B 4 1st St/ CMAR Angeles Signalized 32 N30 4 21st Street/ Narciso Ave Angeles Signalized 33 N31 2 Fil Am Friendship Hwy/ Sampaguita Ave Angeles 34 N32 2 Arayat Rd / Richtofen St Angeles

SMDI CONSULTANTS, INC. | DESCRIPTION OF THE STUDY AREA 2-2

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report No. Name Area Intersection Name LGU Intersection 35 SU1 6 Rizal Hwy/ Argonaut Hwy Olongapo Signalized 36 SU2 6 Rizal Hwy/ Maritan Hwy Olongapo Signalized 37 SU3 6 Argonaut Hwy / Maritan Hwy Olongapo Signalized 1 Italicized means 24-hour survey

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Figure 2.2. Area 1 Survey Locations

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Figure 2.3. Area 2 Survey Locations

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Figure 2.4. Area 3 Survey Locations

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Figure 2.5. Area 4 Survey Locations

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Figure 2.6. Area 5 Survey Locations

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Figure 2.7. Area 6 Survey Locations

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The Lane Configuration in Intersection Surveys (LCIS) were conducted to determine the lane configurations that are necessary for capacity analysis, which include the number of lanes for each leg of the intersections, lane widths, directions and lane sharing. It was observed that surveyed intersections are mostly made of flexible pavement, the terrain in all study intersections is relatively flat and medians are rarely present in the road sections.

The main road of the study area is MacArthur Highway which is a 500km road which extends from the City of Caloocan to the northern provinces of the country. MacArthur Highway is parallel to North Luzon Expressway which is an alternate road of motorists to destinations located north of Metro Manila. It is a two to six lane national highway that caters to all types of vehicles. The section of MacArthur Highway from Malolos to Calumpit has 6 lanes then it decreases to 4 lanes when it reaches the border of Pampanga and Bulacan. The Apalit section of MacArthur Highway continues to be at 4 lanes until it reaches the City of San Fernando where it begins to expand again to 6 lanes until it reaches City of Mabalacat. MacArthur Highway continues onwards to Tarlac with 4 – 6 lanes in Bamban, Tarlac.

The LCIS results are presented in Figure 2.8 to Figure 2.13.

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Figure 2.8. LCIS Results – Number of Lanes (Area 1)

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Figure 2.9. LCIS Results – Number of Lanes (Area 2)

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Figure 2.10. LCIS Results – Number of Lanes (Area 3)

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Figure 2.11. LCIS Results – Number of Lanes (Area 4)

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Figure 2.12. LCIS Results – Number of Lanes (Area 5)

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Figure 2.13. LCIS Results – Number of Lanes (Area 6)

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Results of the Classified Directional Vehicle Volume Counts (CDVVC) and Directional Pedestrian Counts (DPC) are summarized below.

2.3.1 Vehicular Traffic

Classified Directional Vehicle Volume Counts (CDVVC) were conducted to assess the current volume of vehicular traffic. Surveyors counted all traffic by vehicle type using 10 classifications and by direction at every 15-minute interval. These surveys were undertaken for either periods of 16 hours (starts at 6:00AM and ends at 10:00PM) and 24 hours (starts at 6:00AM and ends at 6:00AM the following day) on a weekday June 21 (Thursday) and a weekend, June 12 (Saturday), for the total of 37 survey locations identified in Table 2.2 below:

Table 2.2. List of CDVVC Intersections No. Name Area Intersection Name Duration 1 N01 1 MacArthur Hwy/ Catmon Road 24 2 N02 1 MacArthur Hwy/ Pulilan Regional Road 16 3 N03 1 MacArthur Hwy/ Provincial Road 16 4 N04 1 MacArthur Hwy/ Apalit - Macabebe- Masantol Road 16 5 N05 1 MacArthur Hwy/ Quezon Road 16 6 N06 1 MacArthur Hwy/ Sta Maria 16 7 N07 1 MacArthur Hwy/ Municipal Rd 16 8 N08 1 Capitol Blvd/ Pedro Gil St 16 9 N09 1 MacArthur Hwy/ Jose Abad Santos Avenue 24 10 N10 1 MacArthur Hwy/ Lazatin Blvd 16 11 N11 2 MacArthur Hwy/ San Isidro-Alasas Road 16 12 N12 2 MacArthur Hwy/ Maligaya 16 13 N13 2 MacArthur Hwy/ Baliti Road 16 14 N14 2 MacArthur Hwy/ Santo Rosario St 16 15 N15 2 MacArthur Hwy/ Santo Entiero St 16 16 N16 2 MacArthur Hwy/ Jake Gonzales Blvd 16 17 N17A 4 MacArthur Hwy/ Manuel A. Roxas St. 16 18 N17B 4 MacArthur Hwy/ 1st Street 16 19 N18 4 MacArthur Hwy/ Dau Access Road 24 20 N19 A 4 MacArthur Hwy/ Mabiga EB 16 21 N19 B 4 MacArthur Hwy/ Mabiga WB 16 22 N20 4 MacArthur Hwy/ Sta Ines Interchange 16 23 N21 3 MacArthur Hwy/ Dolores Interchange 16 24 N23 5 MacArthur Hwy/ unnamed road 16 25 N24 3 Prince Balagtas Ave / Clark North Exit 16 26 N25 3 Prince Balagtas Ave / Sacobia River Bridge 16

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THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report No. Name Area Intersection Name Duration 27 N26 4 Gil Puyat Ave / Clark East Perimeter Road 16 28 N27 4 Claro M. Recto Hwy/ A. Bonifacio Ave 16 29 N28 4 SCTEX Clark South Interchange Exit 16 30 N29A 4 Manuel A. Roxas/CMAR/1st St 24 31 N29B 4 1st St/ CMAR 24 32 N30 4 21st Street/ Narciso Ave 24 33 N31 2 Fil Am Friendship Hwy/ Sampaguita Ave 16 34 N32 2 Arayat Rd / Richtofen St 16 35 SU1 6 Rizal Hwy/ Argonaut Hwy 24 36 SU2 6 Rizal Hwy/ Maritan Hwy 16 37 SU3 6 Argonaut Hwy / Maritan Hwy 16

The vehicles were classified as follows: 1. Passenger Car 2. Jeepney 3. UV Express 4. Bus (Large) 5. Coaster 6. Truck (Medium) 7. Truck (Large) 8. Motorcycle 9. Tricycle 10. Construction vehicle (in case of intersection Samson Road & M.H. del Pilar/Mabini St.) Others (Bicycle, non-motor)

The total number of vehicles were converted in terms of PCU. The PCU is a metric unit used in transportation engineering to assess traffic flow rate on a road or highway. It is a method that allows different vehicle types within a traffic flow group to be assessed in a consistent manner. Based on the MUCEP study conducted by JICA, one car is considered as a single unit, where car and UV Express have an equivalent of 1.0, 1.3 cars for jeepney, 2.5 cars for bus, truck (large) and construction vehicles, 2.0 cars for coaster and truck (medium), 0.3 cars for motorcycles, tricycles and others (like bicycles and non-motorized road-based vehicles).

The shaded cells in Table 2.3 highlight the day with bigger volumes in PCU. 24 out of 37 survey locations have higher weekday volumes compared to the weekend. Summing up the vehicle volume for all locations, the total weekday volume is determined to be 1,320,751 which is higher than the total weekend volume of 1,274,914.

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THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report Table 2.3. Weekday vs Weekend 16 Hour Traffic (CDVVC) Area Location Code Weekday Weekend N01 41,897 40,473 Bulacan N02 24,804 22,616 N03 30,555 25,454 N04 28,212 25,897 N05 27,039 27,816 1 N06 20,786 21,134 N07 24,225 23,910 N08 34,297 27,413 N09 109,108 101,966 N10 62,701 58,904 N11 55,404 53,492 N12 58,437 57,317 N13 44,112 42,790 N14 41,228 43,058 2 N15 54,161 47,533 N16 55,413 60,280 N31 25,703 23,086 N32 23,594 23,465 Pampanga N21 25,761 26,402 3 N24 4,005 4,398 N25 6,183 5,800 N17A 57,397 64,213 N17B 81,542 63,937 N18 50,987 61,978 N19 A 29,885 31,674 N19 B 29,508 31,438 N20 32,900 34,164 4 N26 17,304 16,037 N27 14,662 12,118 N28 13,056 12,521 N29A 37,916 28,501 N29B 35,339 34,158 N30 19,030 18,292 5 Tarlac N23 24,161 24,315 SU1 35,691 35,493 6 Zambales SU2 25,784 26,354 SU3 17,964 16,517 Total 1,320,751 1,274,914

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THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report The hourly volume distribution in terms of PCU was analyzed in order to establish the peak hour. The afternoon peak hour is 5:00 PM to 6:00 PM which is the same for both weekday and weekend traffic profile as presented in Figure 2.14. On the other hand, weekday morning peak hour is 7:00 AM to 8:00 AM while weekend morning peak hour is 11:00 AM to 12:00 NN. It is to be noted that morning peak volume is higher during the weekday compared to the afternoon peak volume. The case is opposite for the weekend where the afternoon peak volume is higher compared to morning peak volume.

120,000 97,282 90,927 95,959 100,000 84,100

80,000

60,000

Weekday 40,000

Weekend Vehicular Volume PCU in 20,000

Time Period

Figure 2.14. Weekday vs Weekend Hourly Volume Distribution in PCU (6:00 AM to 10:00 PM)

There are only eight (8) intersections surveyed from 10:00 PM to 6:00 AM. The night traffic profile as illustrated in Figure 2.15 shows that volume is higher during the weekend from 10:00 PM to 2:00 AM while the weekday traffic is larger from 2:00 AM to 6:00 AM.

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12,000 10,301 10,000 9,088

8,000

6,000

Weekday 4,000

Weekend Vehicular Volume PCU in 2,000

Time Period

Figure 2.15. Weekday vs Weekend Hourly Volume Distribution in PCU (10:00 PM to 6:00 AM)

Focusing on the weekday hourly traffic profile as shown in Figure 2.16, overall traffic peaks at 7:00 AM to 8:00 AM then decreases gradually until the 3:00 PM – 4:00 PM time band. Volume then increases again until it reaches its peak at 5:00 PM to 6:00 PM then gradually lowers again.

140,000

120,000 Others (bicycles, non-motor)

100,000 Tricycles Motorcycles 80,000 Construction Vehicles 60,000 Truck (large) 40,000 Truck (Medium) Coaster

Vehicular Volume Vehicles in 20,000 Bus (Large) - UV Express Jeepney

Private Vehicles

21:00-22:00

20:00-21:00

19:00-20:00

18:00-19:00

17:00-18:00

16:00-17:00

15:00-16:00

14:00-15:00

13:00-14:00

12:00-13:00

11:00-12:00

10:00-11:00

09:00-10:00

08:00-09:00

07:00-08:00 06:00-07:00 Time Period

Figure 2.16. Weekday Hourly Traffic Distribution in Vehicles

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THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report As shown in Figure 2.17, the largest percentage share in terms of vehicle classification are private cars (40%) followed closely by motorcycles (23%). Tricycles come third at 17% as these are dominant public transport vehicles especially in the province. Jeepneys are also significant in the study area at 11%. Trucks also pass through the study intersections and take up 6% of the total traffic.

2% Private Vehicles

Jeepney 17% Bus (Large)

40% Truck (Medium)

Truck (large)

23% Motorcycles

Tricycles

11% Others (bicycles, non-motor) 3% 3% 1%

Figure 2.17. Weekday Vehicle Composition

The weekday areal distribution of vehicular traffic volumes for the four areas are shown in Figure 2.18 to Figure 2.23. In the illustration, each circle represents a survey location which size is proportional to its 16-hour volume in terms of PCU. The highest traffic volumes were observed in N09 (MacArthur Hwy / Jose Abad Santos Avenue) with a total system traffic of 109,108 PCUs followed by N17B (MacArthur Hwy / 1st Street) at 81,542 PCUs. On the other hand, the lowest volume count was observed in N24 (Prince Balagtas Ave / Clark North Exit) and N25 (Prince Balagtas Ave / Sacobia River Bridge) at 4,005 PCUs and 6,183 PCUs respectively.

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Figure 2.18. CDVVC Weekday Areal Distribution of 16 Hour Traffic Volumes (Area 1)

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Figure 2.19. CDVVC Weekday Areal Distribution of 16 Hour Traffic Volumes (Area 2)

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Figure 2.20. CDVVC Weekday Areal Distribution of 16 Hour Traffic Volumes (Area 3)

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Figure 2.21. CDVVC Weekday Areal Distribution of 16 Hour Traffic Volumes (Area 4) SMDI CONSULTANTS, INC. | DESCRIPTION OF THE STUDY AREA 2-26

Figure 2.22. CDVVC Weekday Areal Distribution of 16 Hour Traffic Volumes (Area 5)

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Figure 2.23. CDVVC Weekday Areal Distribution of 16 Hour Traffic Volumes (Area 6) SMDI CONSULTANTS, INC. | DESCRIPTION OF THE STUDY AREA 2-28

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report The hourly distribution of truck traffic (medium, large and construction vehicles) is illustrated in Figure 2.24. The peak hour for trucks is at 10:00 AM – 11:00 AM and 1:00 PM to 2:00 PM. Among the 24- hour volume count locations, majority of the trucks pass through N09 (MacArthur Hwy / Jose Abad Santos Avenue). The peak period for trucks during the day coincide with the truck window being implemented in Metro Manila.

1600 1400 1200 1000 SU1 800 N30

600 N29B Truck Truck Volume 400 N29A 200 N18 0 N09

N01

05:00-06:00

04:00-05:00

03:00-04:00

02:00-03:00

01:00-02:00

00:00-01:00

23:00-24:00

22:00-23:00

21:00-22:00

20:00-21:00

19:00-20:00

18:00-19:00

17:00-18:00

16:00-17:00

15:00-16:00

14:00-15:00

13:00-14:00

12:00-13:00

11:00-12:00

10:00-11:00

09:00-10:00

08:00-09:00

07:00-08:00 06:00-07:00 Time Period

Figure 2.24. Truck Traffic at the 24-Hour Volume Count Survey Locations

2.3.2 Pedestrian Volume

Directional Pedestrian Counts (DPC) were conducted simultaneously with CDVVC at the 7 (seven) survey locations. Table 2.4 presents the weekday and weekend pedestrian counts per survey station. The weekend traffic is generally higher than the weekday pedestrian volumes because the survey locations are situated in commercial areas. An exception is N01 which is located near a university which has higher pedestrian traffic during weekdays.

Table 2.4. Weekday vs Weekend Pedestrian Traffic per Location Code Weekday Weekend N01 8,877 5,666 N09 30,185 32,077 N18 6,028 7,780 N29A 14,469 20,315 N29A 15,636 21,201 N30 10,723 12,412 SU1 1,573 2,134 Total 87,491 101,585

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Figure 2.25. Weekday Total Pedestrian Traffic

Figure 2.26. Weekend Total Pedestrian Traffic

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THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report The directional pedestrian counts for the seven survey locations are summarized in Figure 2.27. The peak hour for both the weekday and the weekend surveys are consistent with the vehicular peak hours which are from 7:00 AM - 8:00 AM and 5:00 PM – 6:00 PM.

10,000 9,282 9,000 7,346 8,000 6,389 Total Weekday 7,000 5,733 Total Weekend 6,000 5,000 4,000

3,000 Pedestrian Volume 2,000 1,000 -

Time Period Figure 2.27. Weekday vs Weekend Total Pedestrian Traffic

When the 24-hour counts for all survey locations have been added, the results show that the total pedestrian traffic during the weekend is higher at 101,585 compared with the weekday pedestrian traffic of 87,491 as seen in Table 2.4. Comparing the four locations, the highest pedestrian traffic is observed at N09 (MacArthur Hwy / Jose Abad Santos Avenue) as it is a major public transport transfer point and it is in the vicinity of several commercial activities. This is followed by N29B (1st St/ CMAR) which is beside a shopping mall.

2.4 SIGNAL INDICATION SURVEY (SIS)

SIS was conducted during the weekday at two time periods, namely: 7:00 AM to 9:00 AM and 5:00 PM to 7:00 PM. All the sixteen (16) intersections surveyed have working signals except for N01 (MacArthur Hwy/ Catmon Road) and N03 (MacArthur Hwy/ Provincial Road), for both AM and PM and N06 (MacArthur Hwy / Sta. Maria) in the morning. These three intersections have existing traffic signal infrastructure but are turned off while traffic enforcers manage the congestion. The following figures show the existing traffic signal program at the survey locations.

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Figure 2.28. Survey Location N02 Phasing Diagram

Vehicle Movements AM/PM Phase Signal Duration Movement Stop Green Amber 1 1,2,3,8,7 59 37 3 2 7,8,9 80 16 3 AM 3 4,5,6 67 29 3 4 10,11,12 91 5 3 PM Signal Not Working; With Traffic Enforcer Figure 2.29. Survey Location N06 Phasing Diagram

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Figure 2.30. Survey Location N10 Phasing Diagram

Figure 2.31. Survey Location N12 Phasing Diagram

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Figure 2.32. Survey Location N13 Phasing Diagram

Figure 2.33. Survey Location N18 Phasing Diagram

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Figure 2.34. Survey Location N27 Phasing Diagram

Figure 2.35. Survey Location N29A Phasing Diagram

Figure 2.36. Survey Location N29B Phasing Diagram

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Figure 2.37. Survey Location N30 Phasing Diagram

Figure 2.38. Survey Location N23 Phasing Diagram

Figure 2.39. Survey Location SU1 Phasing Diagram

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Vehicle Movements AM/PM Phase Signal Duration Movement Stop Green Amber 1 1, 9, 10 61 30 3 AM 2 1, 2, 8, 10 66 25 3 3 1, 10, 12 61 30 3 1 1, 9, 10 36 25 3 PM 2 1, 2, 8, 10 46 15 3 3 1, 10, 12 46 15 3 Figure 2.40. Survey Location SU2 Phasing Diagram

Vehicle Movements AM/PM Phase Signal Duration Movement Stop Green Amber 1 2 8 5 3 2 9 8 5 3 AM 1, 8, 10, 3 No Dedicated Traffic Signal 12 1 2 8 5 3 2 9 8 5 3 PM 1, 8, 10, 3 No Dedicated Traffic Signal 12

Figure 2.41. Survey Location SU3 Phasing Diagram

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200 214 AM PM

150

100 Cycle Cycle Length(s)

0 N02 N06 N10 N12 N13 N23 SU1 SU2 SU3 N18 N27 N29A N29B N30

Figure 2.42. SIS Cycle Lengths

Of the thirteen (13) intersections that were recorded with functioning traffic signals, six (6) have the same cycle length and signal phasing during AM and PM while the rest have different signal timings. The longest cycle length was observed in N13 (MacArthur Hwy/ Baliti Road) with 219 seconds or 3.65 minutes in the morning and 214 seconds or 3.56 minutes in the afternoon. The shortest cycle length was determined to be at SU3 (Argonaut Hwy/ Maritan Hwy) with only 16 seconds. However, the signal timing in this signal varies depending on the traffic demand.

The results of the Signal Indication Survey have also shown that there were conflicting movements within a phase at N06 (MacArthur Hwy/ Sta Maria) which can cause safety hazards and traffic accidents. Conflicting movements occur when left turns are within the same phase with the opposite through traffic as illustrated in Figure 2.43.

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Figure 2.43. Conflicting Movements in a Signal Phase

2.5 TRAVEL TIME AND DELAY SURVEY (TTDS)

The Travel Time and Delay Survey was conducted for the whole stretch of the study area as show in Figure 2.44 starting from Paseo del Congreso St. in Malolos, Bulacan and ends at N23 in Bamban, Tarlac for the northbound direction; and vice versa for the southbound direction. The route is along the MacArthur Highway. The survey was conducted on three (3) time periods during the weekday survey. The three time periods were morning, afternoon and night time. There are four roundtrips conducted per time period and the average speeds per road segment were obtained.

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Figure 2.44. Travel Time Checkpoints and Route

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THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report Table 2.5 summarizes the total travel time along the stretch of MacArthur Highway (60.3 km) from Malolos, Bulacan to Bamban, Tarlac. The travel time in the morning is relatively around 2 to 3 hrs to travel depending on the direction. Southbound direction tends to have a higher travel time than those of northbound direction. The longest travel time is experienced during the afternoon from Bamban to Malolos at 3 hours and 36 minutes.

Table 2.5. Average Travel Time along MacArthur Highway Direction Morning Afternoon Night Northbound 2 hrs 28 mins 3 hrs 4 mins 2 hrs 4 mins (Malolos to Bamban) Southbound 2 hrs 51 mins 3 hrs 36 mins 2 hrs 35 mins (Bamban to Malolos)

During the morning time period as seen in Figure 2.45, travel speed is relatively slower in the northbound direction in the section of N01 to N02 Bulacan. The stretch of MacArthur Highway from N07 to N10 also experiences slower travel speed. On the other hand, southbound direction experiences slower speed in the section of MacArthur Highway at Dolores Interchange to Sta. Ines Interchange in Mabalacat.

Travel speeds were slower in the afternoon from N10 (Lazatin Blvd) to N12 (Maligaya St) and vice- versa as seen in Figure 2.46 due to the presence of various schools and government offices in this segment. Slower speeds were also observed for the southbound direction compared to the northbound direction.

On the other hand, journey times were faster during the night time with speeds generally ranging from 30 to 40 kph as summarized in Figure 2.47 because less vehicles travel along MacArthur Highway. However low speeds were still observed from Paseo del Congreso to N01 (Catmon Road). The condition from N18 (Dau Access Road) to N17A (Manuel Roxas St) and N19 (Mabiga Interchange) to N20 (Sta. Ines Interchange) remain congested due to the limited capacities of their intersections.

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Northbound Southbound Figure 2.45. AM Average Travel Speeds

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Northbound Southbound Figure 2.46. PM Average Travel Speeds

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Northbound Southbound Figure 2.47. Night Average Travel Speeds

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2.6 ROADSIDE FRICTION

The following presents examples cases of the causes of delays during daytime and nighttime.

2.6.1 Jeepney Loading and Unloading

Drivers do not always stop at designated loading and unloading zones. Most of the time, boarding or alighting is dependent on passengers’ convenience, which inherently, need be the closest possible to their origin or destination. When a vehicle loads or unloads along the road, it causes impedance in traffic flow and movements. Some public utility vehicles also tend to wait for passengers near the intersection causing more delays.

Figure 2.48. Loading and Unloading at N15: MacArthur Hwy/ Santo Entiero St

2.6.2 Traffic Signal/Enforcer

Traffic signal and traffic enforcers guarantee order and safety in the traffic flow by designating which movements can pass through at a given time. During a phase’s green time, other conflicting movements do not have a choice but to stop and wait for their turn. Major intersections are equipped with traffic lights, however, when they become non-operational or ineffective, traffic enforcers must intervene especially during peak hours.

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Figure 2.49. Enforcer Managing the Traffic at N20: MacArthur Hwy/ Sta Ines Access Road

2.6.3 Uncontrolled Intersection

Potential cause of queueing and congestion is the absence of traffic lights as flows depend on the gap acceptance or drivers’ willingness to give way. Volume of traffic at different movements also adds up to the possible delay and queueing at intersections.

Figure 2.50. Unsignalized Intersection between N11 MacArthur Hwy/ San Isidro-Alasas Road and N12: MacArthur Hwy/ Maligaya

2.6.4 Parked Vehicle

Vehicles, both public and private, are improperly stationed, parked or are occupying road lanes, thereby decreasing the effective carriageway, resulting to a decrease in the carrying capacity of the

SMDI CONSULTANTS, INC. | DESCRIPTION OF THE STUDY AREA 2-46

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report road. Example of illegally parked vehicles are shown below contributing to road friction, causing other passing vehicles to slow down.

Figure 2.51. Parked Vehicles at N11: MacArthur Hwy/ San Isidro-Alasas Road

2.6.5 Slow Moving Vehicles

Narrow streets are difficult to maneuver for longer vehicles such as bus, jeepneys and trucks, especially at turning movements. If the drivers fall short on their maneuver estimate, a reverse is needed to fit along the narrow road. This causes impedance in the upstream or following vehicles. In addition, small vehicles such as e-bikes, e-trikes, tricycles and pedicabs are slower, thus setting the pace for vehicles behind them. Tricycles are not allowed on the national highway as stated by Letter of Instruction No. 1482, s. 1985 or the Directing the Legalization Of “Colorum” Motorized Tricycles Article Section 10 which prohibits the operations of tricycle from national highway. As seen in Figure 2.52, tricycle was observed along MacArthur Highway.

Figure 2.52. Tricycles at N03: MacArthur Hwy/ Provincial Road

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Pedestrians, whenever they jaywalk or use the pedestrian lanes, always have the right of way in the road. Vehicle delays vary depending on the volume of pedestrians and their speed as they walk across the streets. In the case of schools and other institutions, traffic enforcers guide the pedestrians especially during peak hours.

Figure 2.53. Pedestrians along N16: MacArthur Hwy/ Jake Gonzales Blvd

2.6.7 Construction/ Maintenance Work

Road construction and maintenance works along the road also pose delays to vehicles as these decrease the capacity of the road sections and often result to traffic bottleneck as motorist have no option but to ply along the other available lanes.

Figure 2.54. Road Construction between N03: MacArthur Hwy/ Provincial Road and N04: MacArthur Hwy/ Apalit-Macabebe-Masantol Road

SMDI CONSULTANTS, INC. | DESCRIPTION OF THE STUDY AREA 2-48

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report CHAPTER 3 3 TRAFFIC ANALYSIS METHODOLOGY The current and future capacities of the study intersections were analyzed and presented herein. Two (2) horizon years are considered in the assessment of the future capacity: 2020 for the construction period and 2025 for the operation period. Road capacities were analyzed mainly based on their level of service (LOS) and their capacity to carry additional vehicle volumes or margin traffic without being congested.

3.1 STUDY PERIODS

Current capacity analysis was based on the data from the traffic survey results. For the future capacity analyses, the intersections were assessed based on their capacity to carry the future general traffic and the traffic volumes generated during the railway construction and operation. Future general traffic is expected to rise due to increase in population, increase in car ownership and development of new offices, commercial facilities and housing, among others. However, improvements in the highway and railway network surrounding the rail alignment will also trigger diversion of routes or mode shifting.

In addition to general traffic, during construction period, the railway construction will bring about additional traffic volume in the form of trucks carrying soil fills, facilities, construction wastes among others, concrete mixers, coasters for workers and others. These construction-related vehicles will be plying to and from the five (5) candidate casting yards that are located along the railway alignment. The viability of these locations to be opened as casting yards will be influenced by the capacity of the surrounding roads to carry the additional construction vehicle volumes. Moreover, traffic conditions during this operation period will also be affected by the generation of feeder transportation to/from the railway stations and the shift in mode usage from existing public and private modes to the rail mode.

3.2 METHODOLOGY

The types of analysis that were performed to further synthesize the results of the survey are as follows:

a. Intersection delay as measure for level of service (LOS) b. Queuing analysis c. Signal optimization of signalized intersections d. Calculation of margin for additional vehicles during construction and operation periods.

PTV VISTRO 6, a traffic engineering software, is used for all these analyses. PTV VISTRO is a traffic engineering software used to evaluate the impacts of proposed future developments on the

SMDI CONSULTANTS, INC. | TRAFFIC ANALYSIS METHODOLOGY 3-1

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report transportation network for small and medium sized networks. It is considered as an all-in-one solution for traffic analysis needs, where one can analyze traffic operations, evaluate new development impacts and optimize signal timing. It can be utilized to analyze an interaction, a corridor or a road network.

The analyses in PTV VISTRO are conducted based on Highway Capacity Manual (HCM) 6th Edition. HCM is a most widely used and accepted traffic analysis technique that serves as standards of several countries in defining their respective road capacity manuals.

For this study, level of service (LOS) is the parameter being used to examine the capacity of road sections and intersections. LOS is a standard used to analyze the operating conditions of a given roadway segment or intersection. It is defined based on a scale represented by LOS A to LOS F. LOS A represents free flowing traffic conditions with no restrictions on maneuvering or operating speeds, low traffic volumes and high speeds. LOS F represents forced flow, many stoppages, and low operating speeds. It is standard norm for public roads to maintain LOS D or better at existing intersections and roadway segments. a) Intersection Delays and LOS

The main operating parameters in determining LOS as specified in the HCM is the average vehicle control delay per vehicle and volume to capacity ratio (VCR). Based on HCM, the other types of delay are traffic delay resulting from the interaction of vehicles causing drivers to reduce their speed below the free-flow speed, geometric delay caused by geometric features forcing vehicles to reduce their speed in negotiating a system element, and incident delay where additional time experienced as a result of an incident. Delay are calculated in terms of seconds per vehicle (sec/veh) per approach and for the entire intersection.

Unsignalized and signalized intersections have different delay ranges primarily due to driver expectation. Signalized intersections are designed to carry higher volumes of traffic and therefore higher levels of delay are acceptable. On the other hand, the level of service of roundabouts are determined based on volume-weighted mean delay. Table 3.1. summarizes HCM's description of the different LOS levels for signalized and unsignalized intersections and roundabouts. In the study area, fourteen (14) intersections are modeled as signalized while four (4) are roundabouts, the rest are unsignalized.

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THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report Table 3.1. LOS Criteria (HCM) Signalized Unsignalized Roundabout LOS Control Delay Control Delay Mean Delay Description VCR VCR VCR (sec/veh) (sec/veh) (sec/veh) VCR is low and either progression is exceptionally A ≤ 10 ≤ 1.0 ≤ 10 ≤ 1.0 ≤ 10 ≤ 1.0 favorable or the cycle length is very short. VCR is low and either B >10-20 ≤ 1.0 >10-15 ≤ 1.0 >10-15 ≤ 1.0 progression is highly favorable or the cycle length is short. Progression is favorable or the cycle length is moderate. The number of vehicles stopping is C >20-35 >15-25 >15-25 0 ≤ 1.0 ≤ 1.0 ≤ 1. significant, although many vehicles still pass through the intersection without stopping. VCR is high and either progression is ineffective or the D >35-55 ≤ 1.0 >25-35 ≤ 1.0 >25-35 ≤ 1.0 cycle length is long. Many vehicles stop and individual cycle failures are noticeable. VCR is high, progression is unfavorable and the cycle length E >55-80 >35-50 >35-50 ≤ 1.0 ≤ 1.0 ≤ 1.0 is long. Individual cycle failures are frequent. VCR is very high, progression is very poor and the cycle length is F >80 >1.0 >50 >1.0 >50 >1.0 long. Most cycles fail to clear the queue. b) Queuing Analysis

Queue length is one of the primary measures of intersection performance, whether signalized or unsignalized. The detailed analysis methodology for Signalized and Unsignalized TWSC and AWSC intersections can be found in HCM Chapters 18, 19 and 20, respectively.

Queue develops when demand exceeds capacity or when an arrival headway is less than the service time. Queuing inherently forms at intersections where certain approaches are denied of movement. For signalized intersections, this happens when traffic signal halts the flow of a set of movements. For AWSC intersection, this forms in instances when vehicles wait for those ahead of the approach to select a gap in traffic (brought about by opposing and conflicting approaches) through which to execute their desired movements. Queue length is expressed in terms of meters (m). Queue length in meters is calculated by multiplying total vehicles in queue by 7.62 meters (25 feet). An example of the output of queuing analysis from Vistro can be seen in Figure 3.1.

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Figure 3.1. Queuing Analysis in PTV Vistro 6 c) Signal Optimization of Signalized intersections

Traffic conditions changes over time. One way of maintaining desired LOS of an intersections is by regularly updating the intersection’s traffic signal cycle lengths, phasing and timing to correspond to the current traffic flow conditions. In this study, signal optimization is performed to the fourteen (14) intersections with working traffic signals during the surveys to determine any improvement to the existing v/c, delay and LOS based on the weekday AM peak data.

Figure 3.2. Signal Optimization of PTV Vistro 6 SMDI CONSULTANTS, INC. | TRAFFIC ANALYSIS METHODOLOGY 3-4

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report Signal optimization is conducted using PTV VISTRO 6. The software is capable of two levels of signal optimizations, namely, local optimization and network optimization. Since the subject intersections are not adjacent to each other, only local optimization of individual signalized intersections is performed. At local level, either “split” only or “split and cycle time” can be optimized. Moreover, optimization of split can be done by two methods, that is, by balancing v/c for each approach and by minimizing the delay of the critical movement. For each of the signalized intersections, the optimized scenario with the lowest delay is presented.

PTV VISTRO 6 software utilizes a simplex algorithm for the split optimization. On the other hand, cycle length optimization is done iteratively by evaluating the cycle lengths based on user inputted lower and upper bounds and step size. d) Vehicle Margin Calculation for Construction Period

Traffic volumes were projected to 2020 for the Construction Year using the growth rates determined per survey location to establish the future general traffic. On top of the traffic growth for each survey location, the additional traffic that could still be accommodated was estimated by adding the incremental volumes to the movements going to the casting yards and depot until LOS D, which is the acceptable LOS, was reached. The effect of these construction vehicles was analyzed particularly on the intersection near these casting yards as shown in the Figure 3.3 to Figure 3.7.

Figure 3.3. Intersections affected to CY1

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Figure 3.4. Intersections affected near CY2

Figure 3.5. Intersections affected near CY3

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Figure 3.6. Intersections affected near CY4

Figure 3.7. Intersections affected near CY5 and Depot

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THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report The additional vehicles entering and exiting the casting yards, depot and/or railway station were assumed to be equal. There could be more than one direction that could be taken to these areas. The distribution of these margin traffic to each of these directions were based on the present volume proportions (volumes in 2018).

For example: In the case of the intersection located in Apalit, N04 (MacArthur Hwy/ Apalit-Macabebe- Masantol Rd), the nearest casting yard is CY2 located at the west leg of this intersection. Construction vehicles are assumed to pass in all directions of the intersection. Traffic distribution to this intersection is based on the current turning movement volume of N04. Figure 3.8 show the results of the turning volume of N04 (MacArthur Hwy/ Apalit-Macabebe-Masantol Rd), applying the growth rate of 1.01.

Figure 3.8. Projected Turning Volumes for N05 (MacArthur Hwy/ Apalit–Macabebe–Masantol Rd) during Construction Period (Year 2020)

The total volume going to the direction of CY2 is 405 PCU. The volume proportions of the two movements of concerns are as follows: Right Turn from MacArthur Highway (North) 35.80% with 145 PCU Left Turn from MacArthur Highway (South): 62.47% with 253 PCU Thru: 1.73% with 7 PCU

The same method of calculation is done to compute the distribution of trips exiting the casting yard or depot. Trip Distribution for each movement are: Left Turn to MacArthur Highway (North) 20% with 52 PCU Right Turn MacArthur Highway (South): 72.69% with 189 PCU Thru: 7.31% with 19 PCU

Trips were added incrementally to the intersection by setting 1 trip in and 1 trip out, generated by the casting yard, then checking the LOS of the intersection. If the LOS is better than LOS D both trips in

SMDI CONSULTANTS, INC. | TRAFFIC ANALYSIS METHODOLOGY 3-8

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report and trips out of the casting yard will increased by 1 until the borderline between LOS D and LOS E is reached. For the example above, since the intersection is already at LOS F, the additional vehicle margin is 0 which means any additional construction vehicle will worsen the congestion. Other time periods should then be tested and considered such that the intersection can still accommodate more traffic. e) Vehicle Margin Calculation for Operation Period

Traffic volumes were projected to 2025 for the operation period using the growth rates determined per survey location to establish the future general traffic. On top of the traffic growth for each survey location, feeder vehicles are expected to be added on top of the regional growth brought about by the operation of the railway. The maximum allowable additional traffic due to the feeder vehicles on top of the projected regional traffic were calculated based on the LOS of the intersections.

The effect of feeder traffic is analyzed particularly on intersections near the eight (8) railway stations listed in Table 3.2 and shown in Figure 3.9 to Figure 3.11.

Table 3.2. Intersections affected during Operation Period Direction of Vehicle Margin Code Survey Location (Feeder Vehicles) N01 MacArthur Hwy/ Catmon Road Towards Calumpit Station N02 MacArthur Hwy/ Pulilan Regional Road Towards Calumpit Station N03 MacArthur Hwy/ Provincial Road Towards Calumpit Station MacArthur Hwy/ Apalit - Macabebe- N04 Towards Apalit Station Masantol Road N09 MacArthur Hwy/ Jose Abad Santos Avenue Towards San Fernando Station N14 MacArthur Hwy/ Santo Rosario St Towards Angeles Station N15 MacArthur Hwy/ Santo Entiero St Towards Angeles Station N23 MacArthur Hwy/ unnamed road Towards New Clark City Station N26 Gil Puyat Ave / Clark East Perimeter Road Towards Clark Station N27 Claro M. Recto Hwy/ A. Bonifacio Ave Towards Clark International Airport Station N29A Manuel A. Roxas/CMAR/1st St Towards Clark Station N29B 1st St/ CMAR Towards Clark Station

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Figure 3.9. Intersections affected during Operation Period (Area 1)

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Figure 3.10. Intersections affected during Operation Period (Area 2)

Figure 3.11. Intersections affected during Operation Period (Area 4)

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THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report To illustrate, consider the survey location N04 (MacArthur Hwy/ Pulilan Regional Road) the direction of feeder vehicles is towards Apalit Station in the north of the intersection. Feeder vehicles are assumed to pass along MacArthur Highway and Pulilan Regional Road. Traffic distribution to this intersection is based on the current turning movement volume of N04. Figure 3.12 shows the results of the turning volume of N04 (MacArthur Hwy/ Pulilan Regional Road) applying the growth rate for 2025 for Area 1 of 1.006.

Figure 3.12. Projected Turning Volumes for N02 (MacArthur Hwy/ Pulilan Regional Road) during Operation Period (Year 2025)

The total volume going to the direction of railway station is 940PCU. The volume proportions of the two movements of concerns are as follows: • Thru of MacArthur Highway: 75.00% with 705 PCU • Right Turn from Pulilan Regional Road: 25.00% with 235 PCU.

The same method of calculation is done to compute the distribution of trips exiting the railway station. Trip Distribution for each movement are: • Thru of MacArthur Highway: 63.70% with 551 PCU • Left Turn to Pulilan Regional Road: 36.30% with 314 PCU

Trips were added incrementally to the intersection by setting 1 trip in and 1 trip out, generated by the railway station, then checking the LOS of the intersection. If the LOS is better than LOS D both trips in and trips out of the railway station will increased by 1 until the borderline between LOS D and LOS E is reached. In the example above, an additional of 1014 PCU could still be accommodate in the intersection.

SMDI CONSULTANTS, INC. | TRAFFIC ANALYSIS METHODOLOGY 3-12

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report CHAPTER 4 4 CURRENT CAPACITY ANALYSIS SUMMARY The classification (signalized, unsignalized or roundabouts) of the 37-survey location in the study are listed in Table 2.1. Analyses on road section capacity and queuing, delay and LOS of approaches and intersections were undertaken considering the overall AM peak volumes from 7:00AM to 8:00AM of weekday.

4.1 UNOPTIMIZED CONDITIONS

The maximum queue lengths in terms of number of distances in meters, and the levels of service of the CDVVC survey locations along with the average delay in seconds per vehicle is shown at Table 4.1. The highest queue is at N13 (MacArthur Hwy/ Baliti Road) in San Fernando, Pampanga at 980.12 m or roughly around kilometer. The queue is found to be at northbound direction along MacArthur Highway. Also, it was determined that 14 out of the 36 study intersections are already beyond their capacities as characterized by LOS F. The worst delay was calculated for N08 (Capitol Blvd / Pedro Gil St) at 369.16 seconds per vehicle.

Table 4.1. Current Capacity Analysis - Unoptimized 2018 Area Intersection Queue Delay LOS Length (m) (sec/veh) N01 1 MacArthur Hwy/ Catmon Road 132.63 F 115.84 N02 1 MacArthur Hwy/ Pulilan Regional Road 219.33 E 57.23 N03 1 MacArthur Hwy/ Provincial Road 228.61 F 120.42 N04 1 MacArthur Hwy/ Apalit - Macabebe- Masantol Road 167.91 F 72.35 N05 1 MacArthur Hwy/ Quezon Road 49.95 C 22.48 N06 1 MacArthur Hwy/ Sta Maria 62.93 C 20.26 N07 1 MacArthur Hwy/ Municipal Rd 116.57 E 49.1 N08 1 Capitol Blvd/ Pedro Gil St 307.43 F 368.16 N09 1 MacArthur Hwy/ Jose Abad Santos Avenue 397.6 F 217.19 N10 1 MacArthur Hwy/ Lazatin Blvd 736.4 F 113.61 N11 2 MacArthur Hwy/ San Isidro-Alasas Road 69.13 C 23.83 N12 2 MacArthur Hwy/ Maligaya 524.01 F 104.67 N13 2 MacArthur Hwy/ Baliti Road 920.12 F 318.27 N14 2 MacArthur Hwy/ Santo Rosario St 22.11 A 8.67 N15 2 MacArthur Hwy/ Santo Entiero St 681.08 F 290.39 N16 2 MacArthur Hwy/ Jake Gonzales Blvd 116.32 E 36.32 N17A 4 MacArthur Hwy/ Manuel A. Roxas St. 325.81 F 143.46 N17B 4 MacArthur Hwy/ 1st Street 429.39 F 237.83

SMDI CONSULTANTS, INC. | CURRENT CAPACITY ANALYSIS SUMMARY 4-1

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report 2018 Area Intersection Queue Delay LOS Length (m) (sec/veh) N18 4 MacArthur Hwy/ Dau Access Road 359.57 E 64.53 N19 A 4 MacArthur Hwy/ Mabiga EB 32.24 D 29.32 N19 B 4 MacArthur Hwy/ Mabiga WB 31.29 D 30.13 N20 4 MacArthur Hwy/ Sta Ines Interchange 96.89 F 60.38 N21 3 MacArthur Hwy/ Dolores Interchange 35.24 C 18.09 N23 5 MacArthur Hwy/ unnamed road 246.06 E 58.82 N24 3 Prince Balagtas Ave / Clark North Exit 1.67 A 7.63 N25 3 Prince Balagtas Ave / Sacobia River Bridge 9.51 A 9.13 N26 4 Gil Puyat Ave / Clark East Perimeter Road 12.86 A 5.84 N27 4 Claro M. Recto Hwy/ A. Bonifacio Ave 65.9 B 10.98 N28 4 SCTEX Clark South Interchange Exit 9.41 A 9.65 N29A 4 Manuel A. Roxas/CMAR/1st St 264.44 E 65.11 N29B 4 1st St/ CMAR 495.07 F 140.99 N30 4 21st Street/ Narciso Ave 87.47 C 21.91 N31 2 Fil Am Friendship Hwy/ Sampaguita Ave 30.08 C 16.59 N32 2 Arayat Rd / Richtofen St 96.49 E 43.71 SU1 6 Rizal Hwy/ Argonaut Hwy 385.8 F 107.38 SU2 6 Rizal Hwy/ Maritan Hwy 139 C 30.12 SU3 6 Argonaut Hwy / Maritan Hwy 57.27 B 11.09

The delays and level of service are shown in Figure 4.1 to Figure 4.6. Note that the point sizes for the delays are defined relative to the other survey locations in the same area.

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Figure 4.1. Area 1 Current Intersection Delays and LOS

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Figure 4.2. Area 2 Current Intersection Delays and LOS SMDI CONSULTANTS, INC. | CURRENT CAPACITY ANALYSIS SUMMARY 4-4

Figure 4.3. Area 3 Current Intersection Delays and LOS

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Figure 4.4. Area 4 Current Intersection Delays and LOS SMDI CONSULTANTS, INC. | CURRENT CAPACITY ANALYSIS SUMMARY 4-6

Figure 4.5. Area 5 Current Intersection Delays and LOS SMDI CONSULTANTS, INC. | CURRENT CAPACITY ANALYSIS SUMMARY 4-7

Figure 4.6. Area 6 Current Intersection Delays and LOS SMDI CONSULTANTS, INC. | CURRENT CAPACITY ANALYSIS SUMMARY 4-8

4.2 OPTIMIZED CONDITIONS

Traffic signals at 14 signalized intersections were optimized and presented in Table 4.2. . The optimal signal phasing and timings for these intersections where determined using the parameters of working traffic signals. The results show improvements in delay and LOS when signal optimization is performed. As discussed earlier in optimization methods are employed and run by the PTV VISTRO software. The levels of service of N02 (MacArthur Hwy / Pulilan Regional Road), N18 (MacArthur Hwy / Dau Access Road), N23 (MacArthur Hwy / unnamed road), N29A (Manuel A. Roxas/CMAR/1st St) and SU1 (Rizal Hwy/ Argonaut Hwy) became acceptable after their signals were optimized. The longest queue was determined to be at N13 (MacArthur Hwy / Baliti Road) which reaches 920.12 meters, but this reduces 488.47 meters once the existing traffic signal is optimized.

Table 4.2. Current Capacity Analysis - Optimized 2018 2018 Optimized

Code Area Intersection Delay Queue Delay Queue LOS LOS (sec/veh) Length (m) (sec/veh) Length (m)

N02 1 MacArthur Hwy/ Pulilan Regional Road E 57.23 219.33 B 18.52 73.42 N06 1 MacArthur Hwy/ Sta Maria C 20.26 62.93 B 12.24 43.76 N10 1 MacArthur Hwy/ Lazatin Blvd F 113.61 736.4 E 73.42 380.72 N12 2 MacArthur Hwy/ Maligaya F 104.67 524.01 E 76.04 390.39 N13 2 MacArthur Hwy/ Baliti Road F 318.27 920.12 F 186.44 488.47 N18 4 MacArthur Hwy/ Dau Access Road E 64.53 359.57 C 31.06 158.1 N23 5 MacArthur Hwy/ unnamed road E 58.82 246.06 B 17.27 80.49 N27 4 Claro M. Recto Hwy/ A. Bonifacio Ave B 10.98 65.9 C 22.16 116.49 N29A 4 Manuel A. Roxas/CMAR/1st St E 65.11 264.44 C 31.3 177.7 N29B 4 1st St/ CMAR F 140.99 495.07 F 89.59 240.96 N30 4 21st Street/ Narciso Ave C 21.91 87.47 B 17.21 65.19 SU1 6 Rizal Hwy/ Argonaut Hwy F 107.38 385.8 D 46.71 154.68 SU2 6 Rizal Hwy/ Maritan Hwy C 30.12 139 C 22.6 88.04 SU3 6 Argonaut Hwy / Maritan Hwy B 11.09 57.27 A 5.00 23.06

SMDI CONSULTANTS, INC. | CURRENT CAPACITY ANALYSIS SUMMARY 4-9

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report CHAPTER 5 5 CONSTRUCTION PERIOD SUMMARY This chapter presents the future traffic conditions during the construction period (2020). Traffic volumes were projected to 2020 using the regional growth rate factor from 2018 to 2020, as shown in Table 5.1.

Several capacity analyses are performed for the Construction period, namely, a) LOS analysis and b) construction vehicle margin determination, and c) depot connection.

Table 5.1. Growth Rates (Construction Period) Area Growth Rate 1 1.006 2 1.004 3 1.033 4 1.026 5 1.034 6 1.015

5.1 LEVEL OF SERVICE ANALYSES

Considering only the general traffic growth in 2020, the LOS of 16 intersections are projected to improve or remain at free-flowing to tolerable levels of service as characterized by LOS A to D. However, 21 Stations (N01, N02, N03, N04, N07, N08, N09, N10, N12, N13, N15, N16, N17A, N17B, N18, N20, N23, N29A, N29B, N32 and SU1) are expected to worsen or remain at LOS E to F as manifested by congested traffic conditions with long queues and restricted speed.

Table 5.2. Summary of LOS Analysis for Construction Period (2020) 2020 2020 Optimized Code Area Intersection Delay Delay LOS LOS (sec/veh) (sec/veh) N01 1 MacArthur Hwy/ Catmon Road F 121.17 N02 1 MacArthur Hwy/ Pulilan Regional Road E 58.68 B 18.71 N03 1 MacArthur Hwy/ Provincial Road F 125.27 MacArthur Hwy/ Apalit - Macabebe- Masantol N04 1 F 75.77 Road N05 1 MacArthur Hwy/ Quezon Road C 23.09 N06 1 MacArthur Hwy/ Sta Maria C 20.25 B 12.25 N07 1 MacArthur Hwy/ Municipal Rd F 51.78 N08 1 Capitol Blvd/ Pedro Gil St F 308.83 N09 1 MacArthur Hwy/ Jose Abad Santos Avenue F 222.64 N10 1 MacArthur Hwy/ Lazatin Blvd F 115.92 E 76.05 N11 2 MacArthur Hwy/ San Isidro-Alasas Road (NB) C 23.83 SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-1

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report 2020 2020 Optimized Code Area Intersection Delay Delay LOS LOS (sec/veh) (sec/veh) N11 2 MacArthur Hwy/ San Isidro-Alasas Road (SB) C 20.38 N12 2 MacArthur Hwy/ Maligaya F 104.67 E 76.04 N13 2 MacArthur Hwy/ Baliti Road F 318.27 F 186.44 N14 2 MacArthur Hwy/ Santo Rosario St A 8.67 N15 2 MacArthur Hwy/ Santo Entiero St F 290.39 N16 2 MacArthur Hwy/ Jake Gonzales Blvd E 36.32 N17A 4 MacArthur Hwy/ Manuel A. Roxas St. F 159.35 N17B 4 MacArthur Hwy/ 1st Street F 257.17 N18 4 MacArthur Hwy/ Dau Access Road E 69.29 C 34.09 N19 A 4 MacArthur Hwy/ Mabiga EB D 33.46 N19 B 4 MacArthur Hwy/ Mabiga WB D 34.56 N20 4 MacArthur Hwy/ Sta Ines Interchange F 67.19 N21 3 MacArthur Hwy/ Dolores Interchange C 19.32 N23 5 MacArthur Hwy/ unnamed road E 63.08 B 18.20 N24 3 Prince Balagtas Ave / Clark North Exit A 7.64 N25 3 Prince Balagtas Ave / Sacobia River Bridge A 9.25 N26 4 Gil Puyat Ave / Clark East Perimeter Road A 5.99 N27 4 Claro M. Recto Hwy/ A. Bonifacio Ave B 11.32 B 16.64 N28 4 SCTEX Clark South Interchange Exit A 9.78 N29A 4 Manuel A. Roxas/CMAR/1st St E 69.95 C 34.56 N29B 4 1st St/ CMAR F 146.99 F 96.69 N30 4 21st Street/ Narciso Ave C 22.84 B 17.81 N31 2 Fil Am Friendship Hwy/ Sampaguita Ave C 16.59 N32 2 Arayat Rd / Richtofen St E 43.71 SU1 6 Rizal Hwy/ Argonaut Hwy F 108.65 D 47.69 SU2 6 Rizal Hwy/ Maritan Hwy C 29.53 C 23.13 SU3 6 Argonaut Hwy / Maritan Hwy B 11.61 A 5.14

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-2

Unoptimized Conditions Optimized Conditions Figure 5.1. 2020 Area 1 Unoptimized and Optimized LOS

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-3

Unoptimized Conditions Optimized Conditions Figure 5.2. 2020 Area 2 Unoptimized and Optimized LOS SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-4

Figure 5.3. 2020 Area 3 LOS

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-5

Unoptimized Conditions Optimized Conditions Figure 5.4. 2020 Area 4 Unoptimized and Optimized LOS SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-6

Unoptimized Conditions Optimized Conditions Figure 5.5. 2020 Area 5 Unoptimized and Optimized LOS

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-7

Unoptimized Conditions Optimized Conditions Figure 5.6. 2020 Area 6 Unoptimized and Optimized LOS

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-8

There are (5) planned casting yards along MacArthur Highway and one (1) depot. The transport of construction materials to and from the casting yards along MacArthur Highway is expected to create a concentration of construction vehicles. Therefore, intersections near these areas as shown in Table 5.3 were analyzed to determine their capacity to accommodate additional construction vehicles before reaching congestion level of LOS E. This number of additional construction vehicles is referred to as margin. Table 5.3. Casting Yards and Access Intersection Casting Yard Code Access Intersection N01 MacArthur Hwy/ Catmon Road CY1 N02 MacArthur Hwy/ Pulilan Regional Rd CY2 N04 MacArthur Hwy/ Apalit - Macabebe- Masantol Road N10 MacArthur Hwy/ Lazatin Blvd N11 MacArthur Hwy/ San Isidro-Alasas Road CY3 N12 MacArthur Hwy/ Maligaya N13 MacArthur Hwy/ Baliti Road N15 MacArthur Hwy/ Santo Entiero St N16 MacArthur Hwy/ Jake Gonzales Blvd CY4 N29A Manuel A. Roxas/CMAR/1st St N29B 1st St/ CMAR N21 MacArthur Hwy/ Dolores Interchange N24 Prince Balagtas Ave / Clark North Exit N25 Prince Balagtas Ave / Sacobia River Bridge N17A MacArthur Hwy/ Manuel A. Roxas St. N17B MacArthur Hwy/ 1st Street CY5 N18 MacArthur Hwy/ Dau Access Road Depot N19A MacArthur Hwy/ Mabiga EB N19B MacArthur Hwy/ Mabiga WB N20 MacArthur Hwy/ Sta Ines Interchange N26 Gil Puyat Ave / Clark East Perimeter Road N27 Claro M. Recto Hwy/ A. Bonifacio Ave N23 MacArthur Hwy/ unnamed road

The transport of construction materials to and from the casting yards along MacArthur Highway is expected to create a concentration of construction vehicles. It can be observed from the results presented in Table 5.4. Construction Vehicle Margins 7:00AM to 8:00AM 10:00PM to 6:00AM

Survey Location Area Peak Hour Night Hours Large Large PCU PCU Trucks Trucks N01 MacArthur Hwy/ Catmon Road 1 0 0 38,858 15,543

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-9

Survey Location Area Peak Hour Night Hours Large Large PCU PCU Trucks Trucks N02 MacArthur Hwy/ Pulilan Regional Road 1 1,219 488 115,624 46,250 N04 MacArthur Hwy/ Apalit - Macabebe- 1 0 0 43,582 17,433 Masantol Road N10 MacArthur Hwy/ Lazatin Blvd 1 0 0 105,767 42,307 N11 MacArthur Hwy/ San Isidro-Alasas Road 2 457 183 129,350 51,740 N12 MacArthur Hwy/ Maligaya 2 0 0 45,802 18,321 N13 MacArthur Hwy/ Baliti Road 2 0 0 17,230 6,892 N15 MacArthur Hwy/ Santo Entiero St 2 0 0 67,928 27,171 N16 MacArthur Hwy/ Jake Gonzales Blvd 2 0 0 97,798 39,119 N21 MacArthur Hwy/ Dolores Interchange 3 335 134 55,249 22,100 N24 Prince Balagtas Ave / Clark North Exit 3 1,898 759 55,236 22,094 N25 Prince Balagtas Ave / Sacobia River Bridge 3 766 306 67,471 26,988 N17A MacArthur Hwy/ Manuel A. Roxas St. 4 0 0 120,315 48,126 N17B MacArthur Hwy/ 1st Street 4 0 0 120,522 48,209 N18 MacArthur Hwy/ Dau Access Road 4 463 185 61,547 24,619 N19A MacArthur Hwy/ Mabiga EB 4 20 8 62,823 25,129 N19B MacArthur Hwy/ Mabiga WB 4 5 2 66,478 26,591 N20 MacArthur Hwy/ Sta Ines Interchange 4 0 0 47,752 19,101 N26 Gil Puyat Ave / Clark East Perimeter Road 4 2,216 886 170,526 68,210 N27 Claro M. Recto Hwy/ A. Bonifacio Ave 4 773 309 89,148 35,659 N29A Manuel A. Roxas/CMAR/1st St 4 5,706 2,282 261,578 104,631 N29B 1st St/ CMAR 4 0 0 31,776 12,710 N23 MacArthur Hwy/ unnamed road 5 402 161 39,466 15,786

Since the vehicle margins are limited especially during daytime, construction vehicles may use the North Luzon Expressway (NLEX) or Subic Clark Tarlac Expressway (SCTEX) to access the construction yards instead of traversing MacArthur Highway for their entire route. The following are the nearest NLEX / SCTEX exits to the construction yards:

• CY1: Pulilan Exit • CY2: Pulilan Exit or San Simon Exit • CY3: Mexico Exit • CY4: Angeles Exit • CY5 / Depot: SCTEX Clark North Exit

that during the peak hour, 12 out of 23 intersections can accommodate constructions vehicles with the lowest margin located at N19B (MacArthur Hwy/ Mabiga WB). On the other hand, all of the survey locations can accommodate additional construction vehicles during the night period (10:00PM to SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-10

Table 5.4. Construction Vehicle Margins 7:00AM to 8:00AM 10:00PM to 6:00AM

Survey Location Area Peak Hour Night Hours Large Large PCU PCU Trucks Trucks N01 MacArthur Hwy/ Catmon Road 1 0 0 38,858 15,543 N02 MacArthur Hwy/ Pulilan Regional Road 1 1,219 488 115,624 46,250 N04 MacArthur Hwy/ Apalit - Macabebe- 1 0 0 43,582 17,433 Masantol Road N10 MacArthur Hwy/ Lazatin Blvd 1 0 0 105,767 42,307 N11 MacArthur Hwy/ San Isidro-Alasas Road 2 457 183 129,350 51,740 N12 MacArthur Hwy/ Maligaya 2 0 0 45,802 18,321 N13 MacArthur Hwy/ Baliti Road 2 0 0 17,230 6,892 N15 MacArthur Hwy/ Santo Entiero St 2 0 0 67,928 27,171 N16 MacArthur Hwy/ Jake Gonzales Blvd 2 0 0 97,798 39,119 N21 MacArthur Hwy/ Dolores Interchange 3 335 134 55,249 22,100 N24 Prince Balagtas Ave / Clark North Exit 3 1,898 759 55,236 22,094 N25 Prince Balagtas Ave / Sacobia River Bridge 3 766 306 67,471 26,988 N17A MacArthur Hwy/ Manuel A. Roxas St. 4 0 0 120,315 48,126 N17B MacArthur Hwy/ 1st Street 4 0 0 120,522 48,209 N18 MacArthur Hwy/ Dau Access Road 4 463 185 61,547 24,619 N19A MacArthur Hwy/ Mabiga EB 4 20 8 62,823 25,129 N19B MacArthur Hwy/ Mabiga WB 4 5 2 66,478 26,591 N20 MacArthur Hwy/ Sta Ines Interchange 4 0 0 47,752 19,101 N26 Gil Puyat Ave / Clark East Perimeter Road 4 2,216 886 170,526 68,210 N27 Claro M. Recto Hwy/ A. Bonifacio Ave 4 773 309 89,148 35,659 N29A Manuel A. Roxas/CMAR/1st St 4 5,706 2,282 261,578 104,631 N29B 1st St/ CMAR 4 0 0 31,776 12,710 N23 MacArthur Hwy/ unnamed road 5 402 161 39,466 15,786

• CY1: Pulilan Exit • CY2: Pulilan Exit or San Simon Exit • CY3: Mexico Exit • CY4: Angeles Exit • CY5 / Depot: SCTEX Clark North Exit SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-11

Figure 5.7. Area 1 Large Truck Margin during 10:00PM to 6:00AM

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Figure 5.8. Area 2 Large Truck Margin during 10:00PM to 6:00AM

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Figure 5.9. Area 3 Large Truck Margin during 10:00PM to 6:00AM

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Figure 5.10. Area 4 Large Truck Margin during 10:00PM to 6:00AM SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-15

Figure 5.11. Area 5 Large Truck Margin during 10:00PM to 6:00AM

5.3 DEPOT CONNECTION

An examination of the route from the port to the depot is needed to see if the current road configurations can accommodate the long trucks that will be transporting different materials during construction. The two proposed routes will pass through a number of curbs and intersections where the trailer truck will need to maneuver over while turning. The critical areas for turning vehicles along each route have been identified Figure 5.12, namely, Rizal Hwy/Subic-Tipo Expy, NLEX – Mabiga Exit, SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-16

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report and Smart Connect. The main issue of concern that resulted from the swept path analysis is the lane width at the southeastern cloverleaf of Smart Connect (Figure 5.13). There is no problem entering the cloverleaf. However, the trailer truck needs more road space while turning, especially that it is 36.63 meters long. Option 2 is therefore recommended instead of Option 1.

2 1

Figure 5.12. Critical Areas for Turning

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-17

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report Table 5.5. Results of the Swept Path Analysis Intersection No. Curve or Intersection Trailer Truck 1 1 Rizal Hwy/Subic-Tipo Expy Clear (Opt 2) 2 NLEX Mabiga Exit Clear (Opt 1) – The truck passing through the southeastern cloverleaf 3 may skid out of the elevated road. The swept path of Smart Connect (Opt 1) the vehicle crosses the line signifying the road barriers.

Figure 5.13. AutoTurn Simulation at Smart Connect

In terms of the vertical clearance of the existing bridges and overpasses, the issues per Option have been summarized in Table 5.6. If Option 1 will be chosen, the height of the trailer containing the rolling stock should not exceed 4.2 meters but if Subic Port will be used, the height can be up to 4.8 meters.

Table 5.6. Vertical Clearance Analysis Option Segment Remark Overpasses along this road have clearances of 4.88 Segment 9 meters. Option 1 Minimum clearance is 4.27 meters at several NLEX overpasses. s alignment has a Subic-Tipo Expressway The tunnel along the expressway’ clearance of 4.88 meters. Option 2 Minimum clearance is 4.88 meters at the overpasses SCTEX along SCTEX.

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-18

The planned construction of an additional central pier at the median of Subic-Clark-Tarlac Expressway (SCTEX) will require reduction of the effective carriageway width of the expressway mainline. The effect of this reduction in carriageway is to be determined by evaluating the resulting Level of Service (LOS) with and without the construction in 2020. The location of the affected at SCTEX is shown in Figure 5.14 while the structure detail is illustrated in Figure 5.15.

Figure 5.14. Alignment crossing at SCTEX

Figure 5.15. Structure detail of alignment crossing at SCTEX

Two scenarios have been drawn on the structure of the central pier, the first case having one lane per direction while the second will have two lanes per direction. Both options will observe a maximum speed of 50 kph.

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-19

Figure 5.16. Scenarios for SCTEX Mainline

The level of service of each scenario are evaluated by determining the volume-capacity ratio (VCR). The Highway Capacity Manual (HCM) and the Highway Planning Manual (HPM) being used by the Department of Public Works and Highways (DPWH) defines VCR as follows: capacity is the maximum number of vehicles, which have a reasonable expectation of passing over a given section of a lane or a roadway in one direction or in both directions during one hour under prevailing road and traffic conditions. The actual volumes are converted to Passenger Car Unit (PCU). This translates the traffic volume, composed of various vehicle types, into a homogenous equivalent. Different vehicle types are designated with particular values depending on the space they take up on the road compared to a single car. According to the Highway Planning Manual, the capacity of a two-direction expressway with a 7 meter carriageway width per direction is 7,200 PCU.

The range of VCR for each LOS is as follows:

Table 5.7. Level of Service for Road Sections LOS Characteristics VCR Condition of free flow with high speeds and low traffic volume wherein A 0.00 – 0.19 drivers can choose desired speeds without delays. In stable flow zone wherein drivers have reasonable freedom to select B 0.20 – 0.44 their speed. In stable flow zone wherein drivers are restricted in selecting their C 0.45 – 0.69 speed. Approaches unstable flow and nearly all drivers are restricted. Service D 0.70 – 0.84 volume corresponds to tolerable capacity. Traffic volumes near or at capacity and flow is unstable with momentary E 0.85 – 1.00 stoppages. F Forced or congested flow at low speeds with long queues and delays. 1.00<

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-20

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report The data used for the analysis came from the total traffic volume from Metro Pacific Tollways Management Services Inc. and the traffic counts at SCTEX Clark North Toll Plaza (N24).

Three scenarios were evaluated in terms of level of service namely the existing condition (2018), 2020 without construction of the central pier and 2020 with construction which reduces the carriageway width from 7 meters to 3.5 meters per direction. The resulting levels of service are summarized below.

Table 5.8. LOS Analysis Results (SCTEX Mainline) 2020 With 2020 With 2020 Without Construction Construction Construction 1lane & 50kph 2lanes & 50kph NB SB NB SB NB SB 06:00-07:00 A A B B A A 07:00-08:00 B B D C B B 08:00-09:00 B B C C B B 09:00-10:00 B B C C B B 10:00-11:00 B B D D B B 09:00-10:00 B B C C B B 11:00-12:00 B B C C B B 12:00-13:00 B B D C B B 13:00-14:00 B B D D B B 14:00-15:00 B B E E C C 15:00-16:00 B B E E C B 16:00-17:00 C C F F C C 17:00-18:00 C C F F C C 18:00-19:00 B B E E C C 19:00-20:00 B B C C B B 20:00-21:00 B B C C B B 21:00-22:00 B B B B B B

The results show that the existing configuration of the SCTEX can still handle the 2018 and 2020 volumes even with the imposition of a 50kph speed limit. However, if one lane will be closed per direction, unacceptable levels of service (LOS E and F) may be observed from 14:00 to 19:00. During this period, traffic congestion and lower speeds may be experienced at this section of the SCTEX Mainline.

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-21

The construction of the railway leading to Clark Station along Clark East Perimeter Road beside SM Clark may require restrictions in the current lane configuration as seen Figure 5.17 in which has an existing road width of 30 meters.

Figure 5.17. Clark East Perimeter Road during Construction

The resulting levels of service if there will be one lane per direction remaining are determined by calculating the volume-capacity ratio as summarized previously in Table 5.7. The results show that though the volume-capacity ratios have increased, the levels of service remain acceptable without a significant effect to the entry/exit of SM Clark even when one lane per direction are closed during the construction period.

Table 5.9. LOS Analysis Results (Clark East Perimeter Road) 2 lanes per direction 1 lane per direction

Peak Hr Effective Estimated Effective Estimated Dire Vol-Cap Vol-Cap Volume Lanes Capacity LOS Lanes Capacity LOS ction Ratio Ratio (PCU) Lanes (PCU/Hr) Lanes (PCU/Hr) NB 258 2 1440 0.18 A 1 720 0.36 B SB 498 2 1440 0.35 B 1 720 0.69 D

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-22

5.6 OTHER CONSIDERATIONS DURING CONSTRUCTION PERIOD

Two planned road infrastructure in Pampanga namely NLEX Phase 3 and the Lubao – Guagua – Minalin – Santo Tomas Bypass Road will be constructed in the near future but have no definite time frames yet. It is seen that NLEX Phase 3 will not start constructing prior to the construction of the Malolos – Clark Green City line while the latter has already started construction and there is a high probability that the construction of the bypass road will finish before the construction of the North Line.

Figure 5.18. Planned Infrastructure in Pampanga

In case the construction of the bypass road has finished and is already operational prior to the construction of the North Line, the contractor of the railway will need to consider a construction plan in order to reduce the effect of the construction at its crossing point with the bypass road. In case the construction of the two planned projects overlap, the contractors involved in these projects need to agree to a traffic management plan especially at MacArthur Highway in Sto. Tomas, Pampanga.

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-23

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report CHAPTER 6 6 OPERATION PERIOD SUMMARY Traffic volumes were projected to 2025 using the regional growth rate factor from JICA Design Team, as shown in Table 6.1. Aside from the growth of general traffic, the traffic conditions during this period will also be affected by the generation of feeder transportation to/from the railway stations and the shift in mode usage from existing public and private modes to the rail mode.

Table 6.1. Growth Rates (Operation Period) Area Growth Rate 1 1.060 2 1.047 3 1.244 4 1.159 5 1.332 6 2.945

6.1 LOS ANALYSIS RESULTS

Considering only the general traffic growth in 2020, the LOS of 11 intersections (N05, N06, N11, N14, N24, N25, N26, N27, N28, N30 and N31) are projected to improve or remain at free-flowing to tolerable levels of service as characterized by LOS A to D. However, 26 Stations (N01, N02, N03, N04, N07, N08, N09, N10, N12, N13, N15, N16, N17A, N17B, N18, N19A, N19B, N20, N21, N23, N29A, N29B, N32, SU1, SU2 and SU3) are expected to worsen or remain at LOS E to F as manifested by congested traffic conditions with long queues and restricted speed.

Table 6.2. Summary of LOS Analysis for Operation Period (2025) 2025 2025 Optimized Code Area Intersection Delay Delay LOS LOS (sec/veh) (sec/veh) N01 1 MacArthur Hwy/ Catmon Road F 146.64 N02 1 MacArthur Hwy/ Pulilan Regional Road E 66.32 B 19.77 N03 1 MacArthur Hwy/ Provincial Road F 144.22 N04 1 MacArthur Hwy/ Apalit - Macabebe- Masantol Road F 94.13 N05 1 MacArthur Hwy/ Quezon Road D 26.64 N06 1 MacArthur Hwy/ Sta Maria C 21.24 B 12.54 N07 1 MacArthur Hwy/ Municipal Rd F 66.08 N08 1 Capitol Blvd/ Pedro Gil St F 341.73 N09 1 MacArthur Hwy/ Jose Abad Santos Avenue F 250.67 N10 1 MacArthur Hwy/ Lazatin Blvd F 128.49 F 90.56 N11 2 MacArthur Hwy/ San Isidro-Alasas Road (NB) D 27.84 N11 2 MacArthur Hwy/ San Isidro-Alasas Road (SB) C 23.18 N12 2 MacArthur Hwy/ Maligaya F 122.66 F 95.52

SMDI CONSULTANTS, INC. | OPERATION PERIOD SUMMARY 6-1

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report 2025 2025 Optimized Code Area Intersection Delay Delay LOS LOS (sec/veh) (sec/veh) N13 2 MacArthur Hwy/ Baliti Road F 341.63 F 312.86 N14 2 MacArthur Hwy/ Santo Rosario St A 9.40 N15 2 MacArthur Hwy/ Santo Entiero St F 349.73 N16 2 MacArthur Hwy/ Jake Gonzales Blvd E 48.70 N17A 4 MacArthur Hwy/ Manuel A. Roxas St. F 231.54 N17B 4 MacArthur Hwy/ 1st Street F 341.38 N18 4 MacArthur Hwy/ Dau Access Road F 95.28 D 51.61 N19 A 4 MacArthur Hwy/ Mabiga EB F 65.25 N19 B 4 MacArthur Hwy/ Mabiga WB F 67.98 N20 4 MacArthur Hwy/ Sta Ines Interchange F 104.03 N21 3 MacArthur Hwy/ Dolores Interchange E 36.49 N23 3 MacArthur Hwy/ unnamed road F 109.22 C 33.58 N24 3 Prince Balagtas Ave / Clark North Exit A 7.74 N25 5 Prince Balagtas Ave / Sacobia River Bridge B 10.28 N26 4 Gil Puyat Ave / Clark East Perimeter Road A 6.68 N27 4 Claro M. Recto Hwy/ A. Bonifacio Ave B 13.27 B 19.97 N28 4 SCTEX Clark South Interchange Exit B 10.37 N29A 4 Manuel A. Roxas/CMAR/1st St F 95.31 E 59.88 N29B 4 1st St/ CMAR F 176.55 F 135.35 N30 4 21st Street/ Narciso Ave C 28.36 C 21.65 N31 2 Fil Am Friendship Hwy/ Sampaguita Ave C 18.14 N32 2 Arayat Rd / Richtofen St F 53.49 SU1 6 Rizal Hwy/ Argonaut Hwy F 582.82 F 386.58 SU2 6 Rizal Hwy/ Maritan Hwy F 444.64 F 558.58 SU3 6 Argonaut Hwy / Maritan Hwy F 365.03 F 264.11

SMDI CONSULTANTS, INC. | OPERATION PERIOD SUMMARY 6-2

Unoptimized Conditions Optimized Conditions Figure 6.1. 2025 Area 1 Unoptimized and Optimized LOS SMDI CONSULTANTS, INC. | OPERATION PERIOD SUMMARY 6-3

Unoptimized Conditions Optimized Conditions Figure 6.2. 2025 Area 2 Unoptimized and Optimized LOS SMDI CONSULTANTS, INC. | OPERATION PERIOD SUMMARY 6-4

Figure 6.3. 2025 Area 3 LOS

SMDI CONSULTANTS, INC. | OPERATION PERIOD SUMMARY 6-5

Unoptimized Conditions Optimized Conditions Figure 6.4. 2025 Area 4 Unoptimized and Optimized LOS

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Unoptimized Conditions Optimized Conditions Figure 6.5. 2025 Area 5 Unoptimized and Optimized LOS

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Unoptimized Conditions Optimized Conditions Figure 6.6. 2025 Area 6 Unoptimized and Optimized LOS

SMDI CONSULTANTS, INC. | OPERATION PERIOD SUMMARY 6-8

During the time when the railway project operates, feeder vehicles are expected to go to the nearest railway stations as shown in Table 6.3. Because of this, several intersections will be affected by the additional traffic. Table 6.3. Intersections affected during Operation Period Direction of Vehicle Margin Code Survey Location (Feeder Vehicles) N01 MacArthur Hwy/ Catmon Road Towards Calumpit Station N02 MacArthur Hwy/ Pulilan Regional Road Towards Calumpit Station N03 MacArthur Hwy/ Provincial Road Towards Calumpit Station MacArthur Hwy/ Apalit - Macabebe- N04 Towards Apalit Station Masantol Road MacArthur Hwy/ Jose Abad Santos N09 Towards San Fernando Station Avenue N14 MacArthur Hwy/ Santo Rosario St Towards Angeles Station N15 MacArthur Hwy/ Santo Entiero St Towards Angeles Station N23 MacArthur Hwy/ unnamed road Towards New Clark City Station N26 Gil Puyat Ave / Clark East Perimeter Road Towards Clark Station N27 Claro M. Recto Hwy/ A. Bonifacio Ave Towards Clark International Airport Station N29A Manuel A. Roxas/CMAR/1st St Towards Clark Station N29B 1st St/ CMAR Towards Clark Station

It can be seen on Table 6.4, 7 out of 12 intersections cannot accommodate additional feeder vehicles during the peak hour of 7:00AM to 8:00AM. On the other hand, most of the survey locations can accommodate additional feeder vehicles within the whole 16 hr period of 6:00AM to 10:00PM except for N29B (1st St/ CMAR) which is already at LOS F.

Table 6.4. Summary of Vehicle Margins - Operation Period 7:00AM to 6:00AM to Code Intersection Area 8:00AM 10:00PM N01 MacArthur Hwy/ Catmon Road 1 0 3,157 N02 MacArthur Hwy/ Pulilan Regional Road 1 1,014 35,394 N03 MacArthur Hwy/ Provincial Road 1 0 5,312 MacArthur Hwy/ Apalit - Macabebe- N04 1 0 3,761 Masantol Road MacArthur Hwy/ Jose Abad Santos N09 1 0 2,168 Avenue N14 MacArthur Hwy/ Santo Rosario St 2 1,444 34,677 N15 MacArthur Hwy/ Santo Entiero St 2 0 432 N26 Gil Puyat Ave / Clark East Perimeter Road 4 1,995 69,517 N27 Claro M. Recto Hwy/ A. Bonifacio Ave 4 581 32,784

SMDI CONSULTANTS, INC. | OPERATION PERIOD SUMMARY 6-9

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report 7:00AM to 6:00AM to Code Intersection Area 8:00AM 10:00PM N29A Manuel A. Roxas/CMAR/1st St 4 0 23,842 N29B 1st St/ CMAR 4 0 0 N23 MacArthur Hwy/ unnamed road 5 81 7,509

Figure 6.7. Vehicle Margins – Operation Period SMDI CONSULTANTS, INC. | OPERATION PERIOD SUMMARY 6-10

This chapter summarizes the results of the capacity analyses conducted, the particular issues of concern per survey location and recommended traffic management measures for the Province of Bulacan, Pampanga, Tarlac, Clark and Subic.

There will be major disruption in the flow of vehicular traffic in the affected areas once the construction of the railway project proceeds. Effective traffic management measures are needed to minimize these major disruptions such as the following:

• Contain the movement of pedestrians by properly designating and marking pedestrian crossing, implementing an anti-jaywalking policy and improvement of pedestrian facilities. • Causes of roadside friction should be removed such as parked cars, ambulant vendors and loading / unloading of public utility vehicles at different locations. • Construction vehicles should be deployed from 10 PM to 6 AM when the intersections can accommodate more vehicles without experiencing congestion. Alternatively, these large vehicles can use NLEX or SCTEX to access the construction yards during daytime. • Information dissemination using social media, tri-media, preselling to local government units, information, education and communication (IEC) campaigns and the like should be effectively conducted so motorists can avoid the areas affected by the construction. • Transit Oriented Development (TOD) measures should be considered during the operation period to encourage walking to/from railway stations. • Plan routes for high-occupancy public utility vehicles as feeder mode to the railway stations to minimize the number of private cars plying major roads.

It is also important to get the full support of the local leaders in the area in order to implement these traffic management measures. The following are suggested areas where LGUs can assist in traffic management:

• Facilitate meetings with affected groups (tricycle drivers, vendors) • Coordinate with the Department of Public Works and Highways for the optimization of signal lights along the alignment • Help clear the road from illegal parking and ambulant vendors, especially along detours and construction truck routes • Help secure the vicinity of construction sites for safety and security reasons

SMDI CONSULTANTS, INC. | SUMMARY AND RECOMMENDATIONS 7-1

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Malolos - Clark Green City (CGC)) Draft Traffic Impact Assessment Report • Assist in the traffic management schemes during construction period, such as in facilitating road closure, whenever necessary, during transport of long trucks carrying rolling stock. There will be provision of traffic barriers, flag men/ traffic enforcers and signages, as part of the cost from the construction contractor during construction period.

7.1 PROVINCE OF BULACAN

The North South Railway Project (Malolos to Clark Green City) will be passing through Malolos City and the municipality of Calumpit in Bulacan with each of these local government units having their own railway station near N01 (MacArthur Hwy/ Catmon Road) and N03 (MacArthur Hwy/ Provincial Road) respectively. There will also be a casting yard at the vicinity of N01 (MacArthur Hwy/ Catmon Road) and N02 (MacArthur Hwy/ Pulilan Regional Road).

Figure 7.1. Province of Bulacan

7.1.1 Capacity Analysis

The capacities of N01 (MacArthur Hwy/ Catmon Road) and N03 (MacArthur Hwy/ Provincial Road) remain at LOS F during the construction and operation period even after optimization. This over- capacity will result to low truck margins during the construction period and feeder traffic margins during the operation period. On the other hand, the capacity of N02 (MacArthur Hwy/ Pulilan Regional Road) will increase once optimized from LOS E to LOS B for all three periods. SMDI CONSULTANTS, INC. | SUMMARY AND RECOMMENDATIONS 7-2

Table 7.1. Study Intersections in the Province of Bulacan

Existing Construction Period Operation Period Intersection Name LGU Unopt Opt Unopt Opt Large Unopt Opt Margin Trucks (6AM to Margin 10PM) (10PM to 6AM) N01 - MacArthur Malolos F F F F 15,343 F F 3,157 Hwy/ Catmon Road N02 - MacArthur Hwy/ Pulilan Regional Calumpit E B E B 46,250 E B 35,394 Road N03 - MacArthur Calumpit F F F F 18,125 F F 5,312 Hwy/ Provincial Road

7.1.2 Issues for Traffic Management

Table 7.2. Traffic Management Matrix - Bulacan Survey Issue Traffic Management Measure Location Presence of makeshift tricycle N01, Restrict tricycles and e-bikes from plying along terminal, tricycles contributing N03 MacArthur Highway and provide alternative routes. to road friction N01, Optimization of traffic signals according to the N02, Unoptimized Signal vehicle flow will minimize the delays at the N03 intersections. Formal loading / unloading stops a few meters Prevalent PUJ loading/ unloading before the intersection should be provided for N01 at the intersection public transport utility vehicles to reduce roadside friction. Contain the movement of pedestrians through a Pedestrians jaywalking N01 anti-jaywalking policy and improvement of contributing to road friction pedestrian facilities.

SMDI CONSULTANTS, INC. | SUMMARY AND RECOMMENDATIONS 7-3