D - Traffic
D - Traffic
D - Traffic
D. TRAFFIC
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
D. TRAFFIC
• The Cebu BRT DED Project considers 3 stages of development (see Figure 1). This
report presents the first stage: the conceptual design of the BRT corridor with
complete street concepts and more developed in basic design considering spaces
suitable for all users of public space.
• The information contained in this document serves as input for the following stages
and other specialties, as well as for technical discussions with PIU and DOTr at the
functional level, location, and preliminary sizing of the main elements of the corridor.
In addition, the corridor is divided into 3 packages, the first two are related to the
trunk system and the third one to the feeder routes. Each package has different
milestones and features in the cross section. Below are the elements for each design
package:
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
• All of the conceptual design have been designed in accordance with the following
design parameters based on the official letter Ref. No.: Kunhwa-678/2020PHL.
• The following design parameters for the identified components of the project are
hereby adopted under the directive of the Technical Support Consultant (TSC) –
Egis International and with concurrence by the Bus Rapid Transit – Project
Implementation Unit (BRT-PIU).
• If the following criteria cannot be met considering the site conditions, the design was
carried out after reporting to DOTr and BRT-PIU for approval.
Table 1. Design Parameters based on the official letter Ref. No.: Kunhwa-678/2020PHL
Item
Design Parameters Component Description Action Taken
NO.
4 Bus station length 20. (18m bus) per bus bay Approved
To be discussed
5 Bus station type Median Island type and/or reviewed, for
approval
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
• As a first option, the infrastructure parameters document proposed to use the loop
around the Capitol. However, this option has a short distance between Osmeña
Blvrd and Gov. Roa St. to execute the right and left movements of 18 m buses, as
shown in the next figure:
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
• One of the constrains for the U-Turn movement is to avoid the intervention of the
road infrastructure and to use existing cross-section. The wider cross section found
in the area with traffic conditions that allowed the vehicle movement is in the west
side of the Capitol.
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
• The alternatives require painting, elements for guide the vehicle flows and
controllers to stop traffic in the access when the BRT buses need to return:
• The roundabout alternative solves all the existing movements from all the access,
including the local street at the north of the intersection which is the only route to
entrance and exit of the neighborhood located in this direction.
Capitol Station
• Capitol station has the follow constrains and guidelines for the conceptual design:
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
• In this sense, the proposal is an asymmetric station. The module of the station with
direction S-N is placed on the north of the intersection with Don Jose Avila St, and
the module N-S is at the south of this intersection.
• Each module has doble at-grade pedestrian access with traffic sign control and
pedestrian islands.
• The proposal for the typical cross section in the segment with station is:
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
• The strips of trees in the median and in both sides of the corridor will be conserved.
The section is redistributed with one BRT line and two traffic lanes per direction.
• The existing two intersections with Jasmin St and Don Julio Llorente St are
conserved, improving the pedestrian crossing, and reducing the corner radius.
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
• The conceptual design of this intersection has the following guidelines that influence
the interaction of all street actors:
• The proposal reflects 4 intersections that allow pedestrian access to the center
island, station and crossing the main streets. Also, they solve the movement of BRT
buses in safe way.
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
• The traffic management design shall consider the design of the intersection phases
as a network due to their closeness, with the aim to improve the flow of the
pedestrians and BRT buses.
• The southern intersection that gives access to the Fuentes station has been
changed from its first version, attending the comments received from PIU to reduce
the points of conflict between pedestrians, vehicles, and BRT buses.
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
• This is a symmetric station with at-grade pedestrian entrance in both sides of the
modules. The existing pedestrian bridge should be demolished because its columns
interfere with the new BRT road.
• One direction bike-lane is proposed in each side of the corridor considering the
continuity of the bike users all along the Osmeña Boulevard.
• The concept design considered the location of a Kiss & Ride stop in the east side of
the corridor near to the south pedestrian access to the station.
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
• This corridor segment has a length of 700 m and an average road section of 20 m
between curb and curb.
Proposal
• The part of the corridor between both stations has 4 traffic intersections that should
be opened to allow the connectivity of the health area on the west side and both
directions of the corridor.
• Due to the narrow section, it must be used the existing median for the location of the
BRT lanes what requires the cutting, relocation or replace of the trees in the median.
• The bike lane locates next to the strip of trees with a segregation to protect bike user
from the vehicles. The recommendation in the Concept design is to have the
elevation for the bike lanes in the same level of the roadway with the aim to have a
path for the bike users that imply the minimum of effort. However, in the basic design
changed the elevation to the same of the sidewalk.
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
• The Uytengsu station needs 240 m (asymmetric type), however it would require
closing one of the existing traffic intersections, but both give connection to the Health
area on the West side. Also, as result of this hypothetical implementation, it would
be a distance between the access of the BRT stations less than 240m, shorter than
BRT standard that recommend distances between 450 and 700 m (ITPD, 2018)
(VTA, 2007).
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
• Other issue regarding the implementation of this station is affecting the strips of trees
and at least 0.5 m of sidewalk in each side as is shown as follow:
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
CNU Station
• The proposal for CNU Station is an asymmetric station with an at-grade pedestrian
crossing in the middle of the two modules that connects CNU and Abellana Sport
Complex. Each module has doble at-grade pedestrian access with traffic sign control
and pedestrian islands for crossing the corridor.
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
• The bike lane was suggested in the concept design in the road level with the aim to
give more comfortable conditions to the bike users, but the basic design stage this
was changed to the sidewalk level.
• The intersection of Osmeña Blvd. and Natalio Bacalso Ave. solves the left and right
turns of the BRT buses, and the directional movements for the mixed traffic flows.
• The segment of the BRT corridor between Osmeña Blvd. and León Kilat St. has
reduced space, what require using the minimum wide for each element in the cross
section.
• On one hand, the following figure presents the concept design with pedestrian
refugees and reduce radius in the corners to improve the pedestrian area in the
intersection.
• With a more detail analysis of vehicular movements, the traffic management team
defined an intersection with 4 phases, including the safe pedestrian crossing in all
its 4 sides and the left and right turn of the BRT buses.
• Additionally, the basic design considers two left turn lanes coming from East of the
intersection
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
• The proposal of the traffic management team in the basic design is to have an
intersection with 4 phases, on of them all green for pedestrian crossing in all the
sides. This can simplify the pedestrian movement and the access to the station.
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
• The solution for the operational return and the SBT station must be solve integrally
because their closeness.
• The first alternative considers the provincial buses operation is moved from its
current location and BRT buses can use the whole area of SBT. This option does
not need to adapt, demolish or affect the current infrastructure as it uses the existing
entrance and exit for the buses.
• This alternative is which better operational conditions gives for the BRT system
because it avoids the interaction with other actors (provincial buses) what could
affect the return and then the compliance of the headway.
• The second alternative considers the provincial buses operation continues in the
SBT and the BRT buses can use the area of SBT. This option requires to adapt a
new exit for BRT and provincial buses but also the demolition of a wall and to cut a
tree.
• Regarding the operation of the BRT system, this alternative could have the worst
conditions for guarantee the headway and the security of the BRT buses due to the
strong interaction between BRT buses and provincial inside the SBT.
• If this alternative is selected, it must be an operational protocol and coordination plan
for both provincial and BRT buses to ensure a safe operation. This protocol involves
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
rules of operation inside the SBT, training of provincial bus drivers, and painting to
define specific movement areas.
Alternative 3: BRT buses do not use the SBT and the operation of
intercity buses continues.
• The third alternative do not use the SBT area for the operational return, on the
contrary, it suggests the return in the corridor with other traffic control intersection
and the movement of the BRT buses from the center lane to the right in direction
east-west.
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
• This option requires to adapt a widening for the U-turn movement of the articulated
buses, what implies the use of an external area of the existing ROW. Widen segment
could be in a parking area at the east of the entrance of the SBT.
Alternative 4: BRT buses do not use the SBT and the operation of
intercity buses continues – Roundabout.
• The fourth alternative does not use the SBT area for the operational return, but it
suggests the return with a new roundabout intersection, which needs a controlled
traffic light to coordinate the vehicles flow when the BRT buses execute the return.
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
- The possibility for using the SBT for the operational return.
- The continuity of the operation of intercity buses in the SBT.
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
Street concept
• The connection to the port through the continuity of the Osmeña Blvd transforms the
streetscape allowing one lane per direction, bike lanes and the expansion of the
public realm.
Architectural Components
• Port link is the corridor that will connect the BRT project with the Cebu’s Heritage
Zone. This area has a high potential for building renovation and urban enhancement.
For that reason, it might have a special treatment in the urban design conception.
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
“Complete Streets are streets for everyone. They are designed and
operated to enable safe access for all users, including pedestrians, bicyclists,
motorists and transit riders of all ages and abilities. Complete Streets make it
easy to cross the street, walk to shops, and bicycle to work. They allow buses
to run on time and make it safe for people to walk to and from bus stops.”1
• To provide safe conditions for everyone, the concept design adopts the following
principles and elements that will address the concept a detailed design:
a. Active sidewalks: sidewalks should be smooth, wide, feel safe, and have
appropriate transitions to the street, making them easy to walk or use a
wheelchair on.
b. Dedicated bike lanes: simple pavement markings creating a dedicated bike lane
make both motorist and bicycle movement more predictable, and therefore safer
for both. They may increase the likelihood of casual riders using bicycles for
transportation.
c. Active roadway: one lane of car traffic going in each direction with a two-way-left-
turn-lane (TWLTL) in the center would reduce the amount of car crashes by
providing turning vehicles a refuge from through traffic, while keeping through
traffic moving more efficiently.
e. Planting strip: street trees and landscaping may slow traffic, improve the
aesthetics of the roadway, provide shade, and create a buffer between cars and
people, making a more inviting environment for pedestrians.
f. Green spaces: parks and public green spaces create a destination, encouraging
community interaction and providing a rest from the surrounding urban
environment.
1 https://smartgrowthamerica.org/program/national-complete-streets-coalition/publications/what-
are-complete-streets/
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
Urban Design
Source: https://www.letstalkparker.org/CompleteStreetsPolicy/photos/994
Figure 34. Possible elements of a complete street
• The concept design for Port Link is the result of applying the mentioned principles
to the intervention area. There has been inserted a bidirectional bike lane, a
bidirectional car lane slightly truncated to reduce car speed, sidewalks with enough
space for people with disability, intersections with safe crossing treatment, green
areas and trees planting.
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
• For this project, the accessibility is the improvement of the walkability around the
BRT station and the connection of the perpendicular streets to the corridor. Its
conceptual design considers the following parameters:
• Minimum sidewalk width of 2.2 m (NACTO, 2018): this width can locate elements
of urban furniture and vehicle ramps, and still have a minimum width of 1.6 m where
it can be accommodated the movement of a person in a wheelchair.
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
• For some worst-case scenario, a width of 1.6 m can be established but avoiding the
location of obstacles like traffic sign or urban furniture that reduce the walkable area.
• All the vehicle access to private buildings should be at pedestrian level: this
includes a short vehicle ramp between 40 and 50 cm (see the following figure). This
configuration gives priority to the pedestrian with continuity in elevation.
• To maintain the existing trees in the public space requiring in different cases
the extension of the sidewalk and the containment of the tree roots.
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
• The accessibility design should not consider affecting lots for the improvement of
the sidewalk to reduce the social and economic impact of the project with the land
acquisition.
• In cases where there is not enough cross-section for the delimitation of the sidewalk
and the roadway, it is proposed a shared space with textures and traffic calm
measures. The features of the surface will be defined in the detail design.
• There is not any plan of intervention in private roads. The improvement of walkability
is focus on the public streets that give access and connectivity to different
communities around the corridor.
• This activity includes the relocation of urban furniture, poles, traffic signs, and other
elements that can be an obstacle for all kind of users, including people with any
disability. Additionally, it pursues the reconfiguration of the sidewalk to give
continuity in the surface and to define a minimum sidewalk area
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
• The following images highlight special features that give guidelines for the detail
design:
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CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision
Package 1 Technical Report D. TRAFFIC
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