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Bagabaldo at Al

This document summarizes a study that modeled proposed mobility and accessibility interventions in Intramuros, Manila. The study's objectives were to define the transportation system, develop a baseline traffic simulation model, calibrate and validate the model, and evaluate World Bank proposed measures. Key findings included identifying which streets require priority road maintenance and improvements to achieve smoother traffic flow. The study aimed to help revitalize Intramuros by making it easier for residents, students and workers to travel within the area.

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0% found this document useful (0 votes)
66 views20 pages

Bagabaldo at Al

This document summarizes a study that modeled proposed mobility and accessibility interventions in Intramuros, Manila. The study's objectives were to define the transportation system, develop a baseline traffic simulation model, calibrate and validate the model, and evaluate World Bank proposed measures. Key findings included identifying which streets require priority road maintenance and improvements to achieve smoother traffic flow. The study aimed to help revitalize Intramuros by making it easier for residents, students and workers to travel within the area.

Uploaded by

Mae Ann Sacay
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
You are on page 1/ 20

23rd Annual Conference of the

TSSP Transportation Science Society of the Philippines


2016 Quezon City, Philippines, 8 August 2016

Modeling Impacts of Proposed Mobility and Accessibility


Interventions in Intramuros, Manila
Alben Rome B. BAGABALDO Francis Aldrine A. UY, Ph. D.
Instructor Dean
School of Civil, Environmental School of Civil, Environmental
& Geological Engineering & Geological Engineering
Mapua Institute of Technology Mapua Institute of Technology
Intramuros, Manila 1002 Intramuros, Manila 1002
E-mail: [email protected] E-mail: [email protected]
Tel: +63-9177237152 +63-9989637675

Noriel Christopher C. Tiglao, Dr. Eng.


Associate Professor
National College of Public Administration
and Governance
University of the Philippines
Diliman, Quezon City 1101
E-mail: [email protected]
+63-9175198350

Abstract: Intramuros represents the lone district of Manila where old Spanish Colonial-era
influences were kept. This setting attracts many tourists in visiting the area. But throughout the
years, keeping the area the way it used to be has become a problem especially in terms of
accessibility and mobility. With this, the World Bank suggested measures to address such issues
of transportation in the area.

For this study, the primary objective was to model proposed mobility and accessibility
interventions in Intramuros. This was done by evaluating the preliminary measures to address
mobility and accessibility in Intramuros through the use of traffic simulation models and actual
site investigation. Measures evaluated in this study were those that can be applied readily like
changes in policy (e.g. change of two-way road to a one-way road), and those that can easily be
adopted.

In establishing the baseline model, the system studied was defined – road, road users profile, and
zonal data. From this, the baseline traffic simulation model was developed. Before applying test
scenarios, the said model has also been calibrated and validated with the use of existing traffic
count on selected road links within the study area. Test scenarios which were based from the
selected interventions as enumerated in the World Bank study were also developed. Then
evaluation had been carried out by comparing the baseline model and scenario tests done.
Finally, key issues in achieving a smoother traffic flow, referred in this study as “barriers,” were
identified through actual site investigation. Results were shown to give insights to which streets
are to prioritize in road maintenance and improvement.

Revitalized and a more mobilized Intramuros will primarily address traffic flow, and is expected
when improved, can attract more tourists and potential stakeholders such as developers and
residents.

Key words: GIS, Policy Making, Mobility, Accessibility, Traffic Simulation

1. INTRODUCTION

Recently, the Intramuros Administration (IA) invited the Mapua Institute of Technology (MIT) to
be its institutional private partner with its goal of achieving revitalization and mobilization of
Intramuros. Last March 31, 2015, there was a signing of the Memorandum of Agreement (MOA)
between IA and MIT. In the said MOA, as stated in its Article II - Responsibilities, included in the
obligations of Mapúa to provide technical assistance for the conduct of identified studies in
Proceedings of the 22nd Annual Conference of the Transportation Science Society of the Philippines (2014)

improving sustainability, mobility and the transport plan of Intramuros; so as an initial response
to the aforementioned obligation, this study has come to its purpose.

Mobility within the area is a problem pointed out in the 2014 report prepared by the Integrated
Transport Planning Ltd (ITP) which was issued by the World Bank for the Intramuros
Administration (IA). In their report, they found the following problems for Intramuros
concerning mobility: poor pedestrian access throughout the area, through traffic creates noise,
pollution, and pedestrian conflict, poor access to public transit routes, poor integration with rest
of Manila, on-street parking impacts the enjoyment of some streets and spaces, and problems
concerning heavy goods vehicles (HGVs) and coach movements. The study also indicated poor
road surface observed on a number of streets in Intramuros.

These problems according to the report mentioned above could be solved by the interventions
enumerated in the report. Therefore, as for this study, the main objective is to model impacts of
proposed mobility and accessibility interventions. Specifically, it sought to (1) define the system
to be studied – road, vehicle and other road users profile, and zonal data; (2) baseline model
development through (a) road network mapping of Intramuros; (b) delineation of zonal areas
within Intramuros; (c) traffic simulation of Intramuros; (3) model calibration and validation; and
(4) evaluate measures to address mobility and accessibility in the area.

Mobility and accessibility in this study will cover the ease of movement from one point to another
within the area of Intramuros, Manila only. It will also be limited in addressing the movement of
vehicles that normally can be found inside the Walled City which creates significant impact in its
traffic flow, namely cars (including taxis, sedans, SUVs, FX express, etc.), public utility jeepneys
(PUJs), buses, motorcycles, trucks, and pedicabs. Furthermore, the pedestrians not including
special provisions for persons with disabilities (PWDs) were considered.

This study concentrated primarily in modeling transportation within Intramuros. Due to time
constraint, it will be first employing the interventions enumerated in Phase 1: measures that can
be tested immediately, and Phase 3: measures (to be applied inside the walls) which can be
implemented within 2 years for the models that will be generated. Creating the model for
simulation of Phase 2: measures which support those immediately implemented, and Phase 4:
long-term vision interventions would take more time or different techniques and are
recommended for further studies.

The researchers had also been limited with the available functionalities of Cube Voyager as the
traffic simulation modeling software. Also, the models are created with respect to Weekday AM
Peak Hour average because according to the World Bank study, this is the one that is critical for
the area of Intramuros.

It is expected that this study would help in revitalizing Intramuros. Also, the residents and
regular travelers like students and people working in the area could also be increased by giving
them more convenience and safety. Walking and other forms of non-motorized transport (NMT)
would also be promoted for those who want to indulge themselves into healthy living.

Furthermore, with the goal of mobility, having the baseline and simulation models would be of
great help in addressing the issue. There are many various advantages on the use of simulation
models. For instance, the forecasting capabilities are present as long as the data and input closely
reflect real conditions, the flexibility to run any what-if scenario, and also lower cost on
experiments in a simulation compared with experimental physical implementation. The IA and
the primary stakeholders of Intramuros – its people would be benefiting from this study.

All of these support the efforts of the IA towards achieving its vision of mobility for Intramuros
and serving its function in managing traffic within its walls. In addition, the researchers who are
pursuing studies in transportation modelling will find materials to check that will, in one way or
another, augment supporting studies in their undertaking.
Proceedings of the 22nd Annual Conference of the Transportation Science Society of the Philippines (2014)

2. METHODOLOGY

PROCESS OUTPUT
INPUT
Delineation of traffic Calibrated and
World Bank Study
analysis zones validated baseline
Road Network Map scenario models
Establishment of the
of Intramuros (Traffic Volume
traffic simulation
Map & Speed Flow
Land-use zoning models
Map)
Base maps Development of trip
Test scenario models
generation, trip
Road inventory (Traffic Volume
distribution, modal
Map & Speed Flow
Existing traffic split, and highway
Map)
count assignment models
Evaluation results
Calibration &
validation

Model calibration
Figure 1. Conceptual Framework
and validation Traffic
The basic approach for this study was initially to have a baseline model of the original flow of
count
traffic in Intramuros wherein GIS was used in the modelling of the area concerning digitization
the roads within the walls and entries of traffic going in and out of Intramuros. This was done by
the use of data coming from the Intramuros Administration, World Bank study done for
Intramuros, Google Earth, Google Maps, the Light Detection and Ranging (LiDAR) orthophoto
map of Intramuros, and the data gathered through surveys. Using the baseline traffic simulation
model, the measures as enumerated in the World Bank study are applied to model the “what-if”
scenarios if said measures are applied.

2.1 Research Design

Main classification of research would be experimental. Experimentation though would be created


by the establishment of simulation models. In the creation of the simulation models, first goal is
to model the original flow of traffic in Intramuros – that is the baseline model of the area.
Parameters for the baseline model will be determined both by the use of qualitative and
quantitative form of research. Qualitative will be used to describe the present condition of traffic
in the area while quantitative will be used for the calculation and description of the behavior and
characteristics of traffic including pedestrians in terms of equations and matrices. Then, for the
actual modelling, Cube was used as the simulation software.

2.2 Computer software

ArcGIS version 10.2.2 was used for the establishment of road network for the area in Intramuros,
Manila. The specific of component of ArcGIS that will be used is ArcMap 10.2.2, which is used for
mapping and editing tasks.
Proceedings of the 22nd Annual Conference of the Transportation Science Society of the Philippines (2014)

After using ArcMap, it would then be processed in Cube version 6.1.1 for the division of zoning
and for building the baseline model leading to the traffic simulation.

Cube Base is expected to handle the data prepared in ArcGIS then bringing it for use inside the
Cube platform. Cube Base provides tools for (1) development, editing, manipulation, mapping
and graphing of data using geographic information system (GIS) techniques and other functions,
(2) design and application of the modeling and micro-simulation process, and (3) creation,
management, comparison and analysis of scenarios.

From the seven components of Cube, namely: Voyager, Avenue, Dynasim, Land, Cargo, Analyst,
and Cloud. The component of Cube which is available to the researchers, which is Cube Voyager
allowed the integration of the standard four-step models of transportation engineering, namely
trip generation, trip distribution, modal split and route assignment in the model. Furthermore, it
was used to analyze the road network of Intramuros, for matrix calculations and for the detailed
comparison of scenarios, especially during the application of the interventions enumerated by the
World Bank study.

It will serve as the framework for modeling a wide variety of planning policies and improvements
within the quasi-municipality of Intramuros.

2.3 Methods/Procedures

Baseline modelling

With regards to having the baseline model, it is a must to conduct the following:
1. Delineate traffic analysis zones - the basis was the land use zoning established by IA;
general land use classes include residential, commercial, educational, offices. Following
are the data needed to be done in delineating the traffic zones:
a. projected base maps using World Geodetic System (WGS) Universal Transverse
Mercator (UTM) Zone 51N with metric units so that distances can be properly computed;
b. attributes for each zone: zone number, zone name, total land area, land area by land
use, gross floor area by type, number of residents (nighttime population), number of
workers by type, number of students by level, number of tourists.
2. Conduct an inventory of roads to include number of lanes and lane widths in the
model.
3. Develop the four-step model using Cube Voyager.
4. Conduct model calibration and validation using existing traffic counts.

Model Calibration and Validation

The base scenario has been calibrated and validated using the volume of traffic entering
Intramuros through the traffic count conducted in 2014 by the World Bank which was adjusted to
account for the increase in traffic flow since zonal data are based from the current year which,
2016 then by comparing it to the volume of vehicles entering Intramuros as generated by Cube.

R-squared statistics was used to measure the closeness of data compared to the fitted regression
line. R-squared value was generated using Microsoft Excel by comparing the data described
above.

Scenario Testing

With the use of the baseline model, scenario tests are developed using the interventions as
suggested by the World Bank study. The tables below describe how certain interventions are
applied in the base traffic scenario of Intramuros.
Proceedings of the 22nd Annual Conference of the Transportation Science Society of the Philippines (2014)

Table 1 Phase I Interventions

Actions undertaken in the


Intervention to pilot Purpose, notes
No. model
Changed the directional flow of
To allow sidewalk widening in
One-way on General Luna traffic on the said stretch of the
1 the future, to discourage
St., southbound street from two-way street to
through traffic to the port
one-way

Forms part of the Gen. Luna Changed the directional flow of


One-way on Arzobispo,
one-way system. This road is traffic on the said stretch of the
2 northbound only from Anda
narrow and should be one-way street from two-way street to
to Postigo
in any case one-way

The Intendencia gyratory is


used by HGVs and other
vehicles to access the petrol
Removal of Intendencia station located at Anda Circle. Removal of link in the
gyratory and installation of Blocking off the gyratory should mentioned location and
3
two-way traffic on west and help reduce HGV traffic. The adjustment of road links for the
north side of Intendencia two-way flow also narrows the new two-way traffic
useable road space which will
reduce the speed of vehicles as
they enter Soriano Avenue

Closing off to traffic along


To better connect the Cathedral Removal of link in the
4 Postigo St. beside Plaza Sto.
to Plaza Roma mentioned location
Tomas

Closing off traffic along Sto. Provide more space for vendors,
Removal of link in the
5 Tomas in front of Manila dining, and socializing in this
mentioned location
Cathedral popular plaza

Removal of link in the


Installation of bollards on
mentioned location as bollards
6 Muralla St. between To prevent through traffic
will also prevent vehicular traffic
Beaterio and Plaza España
in the said location
Proceedings of the 22nd Annual Conference of the Transportation Science Society of the Philippines (2014)

Table 2 Phase III Interventions

No. Intervention to pilot Purpose, notes Actions undertaken in the model


First phase to pedestrianize the
Pedestrianisation on Real St
length of Real St. The western Delete link so as no traffic will be
1 between Sta Lucia and
end ties in with more tourist assigned
Cabildo
attractions
Short section of
To provide unobstructed
pedestrianisation of Gen
pedestrian access from Fort Delete link so as no traffic will be
2 Luna between Sta Clara and
Santiago to Plaza Roma and assigned
Soriano
beyond
Ave
Reduction of maximum speed on
Shared space along
3 To support on-street activity the described street to simulate
Magallanes St
the concept of shared space

Shared space on Sto. Tomas To complete the pedestrian link Reduction of maximum speed on
4 between Cabildo and between Manila Cathedral and the described street to simulate
Magallanes Plaza Sto Tomas the concept of shared space

To support the existing on- Reduction of maximum speed on


Shared space on Sta Potencia
5 street activity including vendors the described street to simulate
St
and student dining areas the concept of shared space

To support the existing on- Reduction of maximum speed on


Shared space on Muralla and
6 street activity including vendors the described street to simulate
San Francisco St
and student dining areas the concept of shared space
As part of the project to
pedestrianize Real St. The
length between Legazpi and Reduction of maximum speed on
Shared space on Real St
7 Muralla should be developed as the described street to simulate
between Legazpi and Muralla
shared space to maintain access the concept of shared space
to Mapua and Lyceum
Universities
Sidewalk widening along the To reduce the width of Soriano
length of Ave down to two lanes and Reduction of street capacity due
8 Sorianao and change from reduce the speed, to limit to sidewalk widening taking
perpendicular through traffic and make some space from the carriageway
to parallel parking crossing easier for pedestrians
Reduction of street capacity due
Sidewalk widening on Sta To allow pedestrian access to
9 to sidewalk widening taking
Lucia the Light and Sound Museum
some space from the carriageway

Reduction of street capacity due


To provide proper access for
10 Sidewalk widening on Muralla to sidewalk widening taking
students walking to schools
some space from the carriageway
Proceedings of the 22nd Annual Conference of the Transportation Science Society of the Philippines (2014)

3. RESULTS AND DISCUSSION

Figure 2. Road Network Map of Intramuros

The figure above shows the road network map of Intramuros. The road network map was
digitized with the use of ArcGIS (ArcMap) 10.2.2. Mapping of streets is drawn over a Light
Detection and Ranging (LiDAR) generated orthophoto map with the cell size of 0.25 by 0.25, and
has the spatial reference based on the World Geodetic System (WGS) 1984 Universal Transverse
Mercator (UTM) Zone 51N which brings a high level of accuracy especially in calculating the
length of each road segment. Digitization of the roads are based from the Intramuros traffic flow
map provided by the Intramuros Administration, , together with the road links are their
corresponding attributes including length calculated with ArcGIS, capacity, number of lanes per
direction, and directional flow (one-way or two-way).

Figure 3. Traffic Analysis Zones


Proceedings of the 22nd Annual Conference of the Transportation Science Society of the Philippines (2014)

Figure 3 shows the area coverage for each internal traffic analysis zone. This was also generated
by the use of ArcGIS (ArcMap) 10.2.2. Zones are based from the barangay boundaries which are
also provided by the Intramuros Administration. Also noticeable in the figure above are the red
points which are used to represent the external zones assigned based from the entry points of
vehicles going inside the area. Five (5) external zones are considered which are represented by
nodal points (6-10) so that external-internal trips are considered in the model. Other than
delineation of the zones, used in the simulation models are important inputs for each zone such
as population data and gross floor area according to land use.

Gross floor areas of each zone according to land use are key input for estimating the number of
production-attraction trips. It can be seen on the table that the zone with the largest total gross
floor area is Zone 2 having a value of 209,795.37 sq.m; while the zone with the least GFA is Zone
3 having a value of only 18,938.95 sq. m. If GFA is to be the sole basis of the production-
attraction table, then it can be expected that the highest value for the number trips would be
obtained from Zone 2 and the least expected would be coming from Zone 3. Other than the GFA
according to land-use for each zone, population data had also been an important input for the
traffic simulation models. It can be seen on the two tables above that the area with the highest
number of total daytime population is Zone 5 where this can be related to the fact that two
colleges, namely the Mapua Institute of Technology and the Lyceum of the Philippines University
generated a total number of students equal to 28,153 which was about 40.50% of the total
daytime population of Intramuros.

Furthermore, by looking at the total population during daytime versus nighttime, one can discern
that Intramuros’ many trips actually originated from outside of the walls as nighttime population
represents the number of residents in each zone. On the other hand, Zone 2 which was shown
earlier had the highest value in terms of its GFA in square meters comes only as third from the
highest, if daytime population is considered. Zone 3 still has the least number of population.

Meanwhile, for the modal split, the modes of transportation available to travelers in Intramuros
include walking, PUJs, FX (UV Express), cars, trucks, motorcycles, taxis, buses, bicycles, and
pedicabs.

3.1 Baseline Model

Figure 4. Base Scenario Model Structure in Cube


Proceedings of the 22nd Annual Conference of the Transportation Science Society of the Philippines (2014)

The Base Scenario Model Structure in Cube shows how the researchers utilized the software in
developing the base scenario. Each step has been numbered according to its sequence once the
application is ran. It can be noticed that within the structure or algorithm are file conversions.
These were added so that Cube Voyager would be able to read the inputs and take them into
account in producing the basic four-step model, namely trip generation, trip distribution, modal
split, and highway assignment. The final output is a road network in SHP format so it can also be
loaded in ArcMap.

Table 1 Production-Attraction Table


TAZ HOMEP SHOPP OFFICEP SCHOOLP OTHERSP EXTERNALP TOTALP HOMEA SHOPA OFFICEA SCHOOLA OTHERSA EXTERNALA TOTALA
1 59 6 57 198 3 0 322 59 6 57 200 3 291 616
2 150 49 170 9 15 0 392 150 49 170 9 15 349 741
3 4 10 24 0 1 0 38 4 10 24 0 1 34 73
4 31 41 84 694 2 0 851 31 41 84 660 2 729 1545
5 91 156 51 1182 57 0 1541 91 156 51 1215 57 1401 2971
6 0 0 0 0 0 643 643 0 0 0 0 0 0 0
7 0 0 0 0 0 680 680 0 0 0 0 0 0 0
8 0 0 0 0 0 861 861 0 0 0 0 0 0 0
9 0 0 0 0 0 464 464 0 0 0 0 0 0 0
10 0 0 0 0 0 155 155 0 0 0 0 0 0 0

Shown above is the result of the trip generation model through the production-attraction table
which was developed using Cube Voyager. This was calculated using the trip rates for AM Peak
from the Institute of Transportation Engineers Trip Generation Manual 2000.

It can be seen that the highest number of total production trips (TOTALP) and total attraction
trips (TOTALA) which are equal to 1,541 and 2,971, respectively are from traffic analysis Zone 5.
This may be related with the fact that this zone has the highest daytime population. Zone 3 has
the lowest number of TOTALP and TOTALA which are 38 and 73, respectively. This can be
correlated that this zone also has the least GFA and least number of population. Furthermore, the
sum of balanced attraction to production is equal to 5947 trips which was then used as input for
the Trip Distribution Model.

Table 2 Origin-Destination Table

The Origin-Destination Table shows the distribution of trips among zones. Most trips originate
from Zone 5 and are towards the same zone. This is due to the high activity in the area because of
the high number of population as well. Least trips originates and are destined to Zone 3.
Proceedings of the 22nd Annual Conference of the Transportation Science Society of the Philippines (2014)

Figure 5. Modal Split by Percentage Share

These trips as calculated in the trip generation and trip distribution are then divided among the
available modes of travel in Intramuros, which are as follows: walking, PUJs, FX (UV Express),
cars, trucks, motorcycles, taxis, buses, bicycles, and pedicabs. Walking as seen on the chart show
the highest share in terms of the number of trips which is equal to 42%.

Table 3 Comparison of Traffic Count to Traffic Assignment

Volume of
AM Peak
Traffic
Hourly Average
No. Location Generated from
Traffic Count
the Model (in
(in pcu)
pcu)

Entry point from


1 643 614.86
Riverside Drive
Gate at A.
2 Soriano Ave. 680 678.87
(Aduana)
Gate at Gen.
3 861 859.65
Luna Street
Gate at Victoria
4 464 463.25
Street
Gate at Anda
5 155 154.73
Street

It can be observed on Table 3 that AM peak hourly average traffic count of entering vehicles in
Intramuros are not far from the result traffic assignment result. The data presented are the
results of several calibrations and validation in the model so as to achieve desired results.
Proceedings of the 22nd Annual Conference of the Transportation Science Society of the Philippines (2014)

1000
900
R² = 0.998
800
700
600
500
400
300
200
100
0
0 200 400 600 800 1000

Figure 6. Graph showing R-squared value

R-squared statistics that is based on the previous table displays that there is less than 1% of
relative gap in the actual traffic count and the assigned volume traffic as generated by the model.

Figure 7. Sample Map (Traffic Volume) Output


Proceedings of the 22nd Annual Conference of the Transportation Science Society of the Philippines (2014)

Final results of traffic assignment are maps which show the result of highway assignment with
regards to the volume of assigned traffic in each link and the speed as processed from Cube
Voyager.

It can be noticed in the traffic volume map that there is a stretch of Gen. Luna which has 607.79
or approximately 608 trips traveling the link; and, based the ideal speed of 20 km/hr, there is an
expected speed reduction to about 19.80 km/hr. This may be related to the fact that in the base
scenario, it is currently a two-way highway thus an easy and shortest choice for vehicles to go
around Intramuros. Other streets that might be able to generate high number of trips are Solano,
Magallanes, and Cabildo as these streets provides inter-zonal connections.

3.2 Scenario Tests

Figure 8. Scenario Testing Structure in Cube

Since this model structure is intended for scenario testing, this is a much more simple structure.
The adjusted road network so as to fit the proposed measure and values resulting from the base
scenario are adopted. Final output is also an SHP file compatible to ArcMap. Note that the same
structure for scenario testing of Phase III interventions has been used.

Maps were also generated to show the results of highway assignment with regards to the volume
of assigned traffic in each link and the speed as processed from Cube Voyager.

Figure 9. Traffic Volume Map (Phase I Intervention)


Proceedings of the 22nd Annual Conference of the Transportation Science Society of the Philippines (2014)

Figure 10. Speed Flow Map (Phase I Interventions)

As the Phase I interventions are applied in the baseline model the result has been

translated into maps which show the result in terms of volume of assigned traffic in each link

(Figure 9), and its corresponding flow speed (Figure 10) as processed from Cube Voyager. Key

findings corresponding the interventions applied as the result of the evaluation are tabulated

below:
Proceedings of the 22nd Annual Conference of the Transportation Science Society of the Philippines (2014)

Table 4. Evaluation Results Using Phase I Interventions

No. Intervention applied Purpose, notes Evaluation results Remarks


Reduction in trips
Increase in traffic flow
To allow sidewalk widening directly assigned to
One-way on General along Muralla, trips are
1 in the future, to discourage General Luna; planned
Luna St., southbound now also assigned in
through traffic to the port sidewalk widening can
Sta. Lucia
be done

. A validation of the area


One-way on Forms part of the Gen. Luna suggests that this
No significant findings
Arzobispo, one-way system. This road section do not generate
2 in the traffic
northbound only is narrow and should be traffic much but this is
simulation models
from Anda to Postigo one-way in any case narrow and ideal for one-
way traffic flow only
The Intendencia gyratory is
used by HGVs and other There is an expected
vehicles to access the minimal speed
Removal of petrol station located at reduction along
Intendencia gyratory Anda Circle. Blocking off Soriano Ave; No trips Corresponds with its
and installation of the gyratory should help are now expected to purpose; It will now be
3
two-way traffic on reduce HGV traffic. The two- be assigned along the safer for pedestrians to
west and north side way flow also narrows the side of Intendencia use
of Intendencia useable road space which facing Plaza España;
will reduce the speed of about 195 trips
vehicles as they enter displaced
Soriano Avenue
Traffic volume in
Closing off to traffic No traffic assigned
Magallanes would be
along Postigo St. To better connect the since it is assumed in
4 reduced but this leads in
beside Plaza Sto. Cathedral to Plaza Roma Cube that the link is
the increase on trips
Tomas non-existent
assigned in Solana
No traffic assigned Space can be used for
Closing off traffic Provide more space for since it is assumed in more activities; Traffic is
along Sto. Tomas in vendors, dining, and Cube that the link is expected to be
5
front of Manila socializing in this popular non-existent; about reassigned in
Cathedral plaza 100 trips is displaced surrounding roads like
from the area Cabildo
No traffic assigned
Installation of since it is assumed in
Significant increase
bollards on Muralla Cube that the link is
6 To prevent through traffic (about 30-40%) on no. of
St. between Beaterio non-existent; about
trips assigned on Solana
and Plaza España 198 trips is displaced
from the area
Proceedings of the 22nd Annual Conference of the Transportation Science Society of the Philippines (2014)

Scenario Test II

Figure 11. Traffic Volume Map (Phase III Interventions)


Proceedings of the 22nd Annual Conference of the Transportation Science Society of the Philippines (2014)

Figure 12. Speed Flow Map (Phase III Interventions)

It is assumed that in the application of Phase III interventions where its results are shown above

through the traffic volume map (Figure 11) and speed flow map (Figure 12) as processed from

Cube Voyager, network features from the application of Phase I Interventions were adopted and

modified to apply said additional measures. One significant finding in the model is that when all
Proceedings of the 22nd Annual Conference of the Transportation Science Society of the Philippines (2014)

the Phase III interventions are applied, the proposed pedestrianization and introduction of share

space concept on nearby roads resulted to a re-increase in the number of trips assigned in Gen.

Luna Street compared to when only Phase I interventions are considered in the model.

Nonetheless, following are the key findings as the result of the evaluation:

Table 5. Evaluation Results Using Phase III Interventions

Intervention
No. Purpose, notes Evaluation results Remarks
applied
Based on the
Pedestrianization First phase to
highway/trip
on Real St pedestrianize the
No trips are assigned in assignment result,
1 between Sta length of Real St. The
the link pedestrianization of
Lucia and western end ties in with
Real Street is
Cabildo more tourist attractions
possible
Short section of
Part of zone 3 where
pedestrianization
To provide unobstructed No traffic assigned only few trips are
of Gen
pedestrian access from since it is assumed in attracted and
2 Luna between
Fort Santiago to Plaza Cube that the link is produced;
Sta Clara and
Roma and beyond non-existent Pedestrianization is
Soriano
possible
Ave

No trips are assigned in Shared space


the link; there is a concept can easily
Shared space
To support on-street stretch where about 180 be implemented;
3 along Magallanes
activity of trips assigned are trips displaced are
St
expected to be expected to use
displaced other nearby roads

Shared space on To complete the


Shared space
Sto. Tomas pedestrian link between No trips are assigned in
4 concept can easily
between Cabildo Manila Cathedral and the link
be implemented
and Magallanes Plaza Sto Tomas
Traffic displaced
To support the existing There is segment of Sta
from Sta Potenciana
Shared space on on-street activity Potenciana where about
5 is expected to be
Sta Potenciana St including vendors and 418 trips are to be
distributed on
student dining areas displaced
nearby roads
As validation is
done in the area, it
can be observed
that this is used for
To support the existing
Shared space on No significant changes on-street parking
on-street activity
6 Muralla and San between the traffic and a venue for
including vendors and
Francisco St simulation models student dining
student dining areas
which reduces
capacity; already
having the concept
of shared space
Proceedings of the 22nd Annual Conference of the Transportation Science Society of the Philippines (2014)

As validation is
As part of the project to
done in the area, it
pedestrianize Real St.
can be observed
Shared space on The length between
No significant changes that this is used for
Real St between Legazpi and Muralla
7 between the traffic on-street parking
Legazpi and should be developed as
simulation models which reduces
Muralla shared space to maintain
capacity;
access to Mapua and
pedestrianization is
Lyceum Universities
possible
Sidewalk It means that the
widening along To reduce the width of traffic would be less
the length of Soriano Ave down to two likely to choose
Reduction in the
Sorianao and lanes and reduce the Soriano Ave. which
8 number of trips
change from speed, to limit through meets the purpose
assigned in the area
perpendicular traffic and make crossing of the intervention -
to parallel easier for pedestrians to limit through
parking traffic
This is a good
Sidewalk To allow pedestrian Decrease in the already
indication that
9 widening on Sta access to the Light and few assigned trips in Sta
sidewalk widening
Lucia Sound Museum Lucia
is possible.
This may be related
to the fact that
Muralla Street is
Sidewalk To provide proper access No significant changes
already a one-way
10 widening on for students walking to between the traffic
street and has
Muralla schools simulation models
enough breadth to
accommodate
sidewalk widening

With the maps generated, the researchers are able to found out where the streets with expected
delays and high volumes are expected in the implementation of the measures to address mobility
and accessibility in Intramuros.

The conditions of these streets trace back the barriers as to the road condition and irregularities
in their design which are expected to be the problems in implementing the interventions and
achieving desired results.

3.3 Barriers Identified

With the use of the test scenarios, the authors were able to determine the road links or streets
that are likely to accommodate increase in traffic assigned to it that is caused by the trips
displaced from links that flow will be disrupted due to closure of roads, converting two-way
streets to one-way streets, and introduction of shared space concept.

A revisit to these sites traces back the barriers to the following problems as identified through
actual site investigation:

1. Most of the roads are poorly maintained; poor drainage in most cases. Local roads are
less taken care of compared to national roads because road conditions.
2. Most of the roads either lacks or has faded pavement marking that needs to be
addressed. Pavement markings are important road safety features that guide road users
traversing along a stretch of road.
3. There are traffic signs that are unnoticeable or damaged. Also, during observation of
traffic flow, road users often disregard these signs. These traffic signs are not placed there
without any reason. Traffic signs aims to regulate and ensure correct traffic flow. Disregarding
traffic signs can cause conflicts in traffic flow and in worse cases, vehicular accidents.
Proceedings of the 22nd Annual Conference of the Transportation Science Society of the Philippines (2014)

4. There have been found out that vendors and on-street parked vehicles occupying
portions of the roads’ carriageway, thus reducing capacity and affecting traffic flow.

4. CONCLUSION

The researchers are able to first, define the system studied – delineation of the area, digitization
of roads, attribution of each road link, and determination of zonal data which have all been
deliberately taken into account and served as important inputs which are coded in ArcGIS
(ArcMap) 10.2.2 and later on utilized in the models generated with the use of Cube Voyager.

Next, the baseline model was developed. Four-step model of transportation forecasting, namely:
trip generation, trip distribution, modal split, and highway assignment has been utilized for such.
Zonal production-attraction table, origin-destination matrix, modal split in terms of percentages,
and data from highway assignment were then presented.

Coming from this, the output has been calibrated and validated so as to meet the desired results;
it has been made sure that the number of trips entering Intramuros are well accounted as the
researchers have chosen the five gates of Intramuros as the calibration points.

Next, scenario testing is done by applying the interventions from the World Bank study which are
referred in this study as measures towards addressing mobility and accessibility. The results were
compared to the base scenario in which evaluation results were noted and remarks were drawn
from.

Key findings in the evaluation are: (1) once a segment of a road is closed for traffic use, it is
expected that the trips that were supposed to be assigned in such segments are displaced and
distributed to nearby roads; (2) concept of shared space if introduced in a simulation model with
the use of Cube Voyager shows that it is unlikely that trips will be assigned on those links as a
significant reduction of speed is used in the simulation to interpret the applied concept; and, this
could also be explained by the reason that Cube only calculates the routes that are to be favored
the most; (3) there are some interventions that once applied, no significant findings are seen so
the researchers revisited the site to validate such results; and, (4) increase in the width of
sidewalks in certain streets of Intramuros is highly possible.

As for the overall result, it could be expected that no problems or only a very few might be
encountered once Phase I interventions are applied. But upon evaluation of Phase III
interventions, there was a recorded re-increase in the number of trips assigned in General Luna
but the original goal was to reduce it; unfortunately, with the models generated, the specific
reason why it resulted that way cannot easily be identified. However, this might be related to the
pedestrianization and use of shared space on nearby roads.

To better facilitate continuous traffic movement thus addressing mobility and accessibility, the
researchers are able to point out which among the streets are to accommodate huge number of
trips and these streets must be prioritized for road improvement and maintenance.

Evaluation results presented then satisfy the main objective of this study: to model impacts of
proposed mobility and accessibility interventions in Intramuros, Manila.

Furthermore, with this study, the researchers are able to take advantage of the capabilities of
geographic information systems (GIS) through ArcGIS, and the computational strength
especially intended for transportation modelling through Cube. The two platforms complement
each other.

Despite this, the researchers have also been able to identify the disadvantages of using Cube
Voyager as a traffic simulation software – (1) it assumes that the pedestrians move in the same
direction and share road space with all the other road users, thus making it difficult to model, (2)
other non-motorized mode of transport like bicycles and pedicabs in which many counters the
Proceedings of the 22nd Annual Conference of the Transportation Science Society of the Philippines (2014)

flow of traffic cannot be integrated in the models done, and (3) behavior of the drivers, street
design, and road condition are also difficult to be considered in the traffic simulation software
used.

Nonetheless, it can be concluded that the kind of models generated from Cube Voyager can be
best replicated on bigger road networks, say on a regional level, which will best serve its purpose
as a traffic macroscopic simulation software.

In the end, this augments the study done by World Bank by providing simulation models as tool
in evaluating the effects of their suggested measures to address mobility and accessibility of
Intramuros. Better visualization of traffic flow inside the walls were seen through the models
generated which can be of great help in future policy making with regards to traffic management
in the area.

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Garber, N. J. and L. A. Hoel (2012). Traffic and Highway Engineering, 4th edition, Cengage
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Gatbonton, E.B. (2013). Intramuros: a historical guide, Intramuros, Administration,
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Geroliminis, N. (2007). Increasing mobility in cities by controlling overcrowding,
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Geroliminis, N. And C.F. Daganzo (2007). Existence of Urban-Scale Macroscopic
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Integrated Transport Planning, Ltd. (2014). Assessment and Recommendation for
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Johnstone, L. (2015). Advanced Scripting Techniques with Cube Voyager, STRIDE
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Litman, T. (2011). Measuring Transportation: Traffic, Mobility, and Accessibility,
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Ortuzar, J. D. And Willumsen, L.G. (2011). Modelling Transport, John Wiley & Sons, Ltd.,
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Steinberg, F. (2008). Revitalization of Historic Innercity Areas in Asia: the Potential
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