D - Traffic

CEBU BUS RAPID TRANSIT
Detailed Engineering Design and Construction Supervision

7th Monthly report CHAPTER 1: CONCEPT DESIGN OF ACCESSIBILITY OF PACKAGE 2
D. TRAFFIC
1. Concept & Basic Design of BRT Corridor
2. Link to Port Section
3. Accessibility Concept Design
2
Package 1 Technical Report D. TRAFFIC
D. TRAFFIC
1. Concept & Basic Design of BRT Corridor
Overview of the Concept & Basic Design
• 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.
Source: The author

Figure 1. Project stages of the project.
• 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:
Source: The author

Figure 2. BRT corridor elements in the Packages
3
Design Parameter of Package 1
• 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.
1 Bus specification 18.0m (Articulated bus) Approved
Dual side door system (both

2 Bus door system Approved
sides, left and right)
3 Bus station width 4.0m Approved
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
6 Fare collection system Closed system Approved
7 Screen door To install screen doors Approved
3.35m (inside the station)

3.35m (outside of the station)
8 Length of BRT lane Approved
3.0m (all buses stopping
inside the station)
To be discussed
6.1m (max. for two lanes in
9 Length of mixed lane and/or reviewed, for
the same direction)
approval
4
Osmeñ a Boulevard Between Capitol and SBT
• In terms of concept design, this corridor is divided into 10 elements to analyze it in

detail. Each element (segment of corridor, station, or intersection) has its own
complexities which are defined in the follow section encompass with the conceptual
design.
Source: The author

Figure 3. Division of Osmeña corridor.
Operational Return – Capitol
• A provisional operational return South-South direction is needed in the Capitol area

for the BRT buses. The proposals of the return consider the short temporality
projected for its use and implementation.
Analysis of the first proposal
• 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:
5
Source: The author

Figure 4. First proposal and spatial analysis for the BRT movements.
Alternatives on the Don Gil Garcia St.
• 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.
Source: The author

Figure 5. Proposed area for the operational return of BRT Buses.
6
• 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:
Source: The author based on the topo survey.

Figure 6. Roundabout and Controlled intersection for operational 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:

Figure 7. Constrains and guidelines for the design of Capitol station.
7
• 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.

Figure 8. Conceptual design of Capitol Station.
• 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:

Figure 9. Typical street cross section of Capitol Station.
8
Corridor between Capitol station and Fuentes intersection
• 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.

Figure 10. Conceptual design of corridor between Capitol Station and Fuentes intersection

Figure 11. Typical street cross section of corridor between Capitol and Fuentes.
9
Las Fuentes Intersection
• The conceptual design of this intersection has the following guidelines that influence
the interaction of all street actors:
Source: The author

Figure 12. Guidelines for the conceptual design of Fuentes intersection.
• 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.

Figure 13. Conceptual design of Fuentes intersection.
10
• 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.
Previous version Design modified

Figure 14. Change in the accessibility of Fuentes Circle from Fuentes station.
11
Fuentes Circle station
• 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.

Figure 15. Conceptual design of Fuentes Circle station.

Figure 16. Typical street cross section of Fuentes Circle station.
• 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.
12
Corridor Between Fuentes and CNU stations
• 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.

Figure 17. Conceptual design of Corridor between Fuentes and CNU stations.
• 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.
13

Figure 18. Typical street cross section of corridor between Fuentes and CNU stations.
Analysis of Uytengsu station
• 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).

Figure 19. Analysis of distance between stations access.
14
• 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:

Figure 20. Affected area with the hypothetical implementation of Uytengsu station.
• Due to the two reasons mentioned above (narrow section and closeness of station
access), it is not recommended to implement the Uytengsu station. The BRT users
can use the Fuentes Circle (south access) and CNU (north access) stations.
15
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.

Figure 21. Conceptual design of CNU stations.
• The proposal for the typical cross section in the segment with station is:

Figure 22. Typical street cross section of CNU stations.
• The current pedestrian bridge must be demolished as its columns are in the median
which interfere with the new BRT road.
16
• 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.
Corridor between CNU and SBT stations
• 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.
Source: The author based on the topo survey

Figure 23. Conceptual design of corridor between CNU stations and SBT station.
Intersection of Osmeña Blvd and N. Bacalso
• 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
17

Figure 24. Intersection of Osmeña Blvd and N. Bacalso Ave.
Intersection of Osmeña Blvd and N. Bacalso
• 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.

Figure 25. Intersection of N. Bacalso Ave and Alcantara St
18
SBT Station and operational return
• The solution for the operational return and the SBT station must be solve integrally
because their closeness.
Alternative 1: Use of SBT without the operation of intercity buses.
• 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.

Figure 26. Conceptual design of alternative 1 of SBT station and operational return.
Alternative 2: Use of SBT with the operation of intercity buses.
• 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
19
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.

20
• 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.
Source: The author based google earth image.

Figure 29. Area affected by the widening of the corridor for the U-Turn of BRT buses.
• The operation of the provincial buses continues in the SBT, but they need a new exit
next to the current entrance.
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.
21

• This option requires to adapt a widening for the roundabout that implies the use of
an external area of the existing ROW in front of the SBT. Also, when the package 2
is operational, and to allow the continuity of the BRT buses, it would need a
reconfiguration of the road section, the elimination of the roundabout and the
channeling islands.
22
Comparison between alternatives.
• The design of the 4 different alternatives considers two variables:
- The possibility for using the SBT for the operational return.
- The continuity of the operation of intercity buses in the SBT.
Source: The author

Table 2. Variables and analysis of alternatives for the operational return in SBT area.
• The alternative selected by different actors was number 2, considering the possible
continuity of the operation of the intercity buses as the worst-case scenario.
23
2. Link to Port Section
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.

Figure 31. Cross section for the extension of Osmeña Blvd to the Port.
• Due to the strategic importance for the city and the strong component of landscape
and streetscape design in this segment of the corridor, it is developed with more
detail in the following numeral.
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.
24
Source: TSC infrastructure parameters

Figure 32. Port Link location
• Currently, the corridor is so unfriendly for pedestrians, since circulation is under the
arcades, and it does not have a regular surface for people with disability, as well as
sometimes is invaded by stores and commerce in general. Additionally, next to
facades there is immediately the road, which makes hard pedestrian mobility.
Source: The author

Figure 33. Port Link arcades and road
25
• According to infrastructure parameters, the intervention area should be façade to

façade, which means It is necessary to redistribute the current road to give space
for all transport modes in the same corridor. On this way, the proposal is focused to
provide a complete street:
“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.
d. Safe crosswalks: clearly marked crosswalks allow pedestrians and wheelchair

users to cross streets safely, while making sure cars know where to expect them.
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/
26
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.
Source: the author

Figure 35. Port link concept design
• Currently, this concept design is being evaluated by local architecture team, to adapt
it to the local context and integrate it to another city projects in the area.
27
Source: Kunhwa (Kenneth Cobonpue)

Figure 36. Osmeña Blvd Colon intersection
Source: Kunhwa (Kenneth Cobonpue)

Figure 37. Sanciangko to Colon block
28
3. ACCESSIBILITY CONCEPT DESIGN
Overview of the Accessibility
• 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.
Source: The author based on Streemix and (NACTO, 2018)

Figure 38. Minimum cross-section proposed for sidewalk.
• It is important to highlight that the minimum width should be defined only in critical
cases where there is a lack of space in the cross-section. The standard should
improve the sidewalk following the objective of 3 m width.
29
• 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.
Source: The author based on (SDP, 2007)

Figure 39. Scheme of ramp for vehicle access.
• 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.
Source: The author

Figure 40. Image of trees in the sidewalk.
30
• 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
PACKAGE 1: OSMEÑ A BOULEVARD
• The improvement of the pedestrian connectivity in Osmeña Blvrd. between Capitol

and CSBT considers 18 segments with a length of 1.38 Km
Source: The author

Figure 41. Segments of intervention of accessibility concept design – Osmeña Blvrd.
31
• The following images highlight special features that give guidelines for the detail
design:
Source: The author

Figure 42. Vehicle access and shorten distance of pedestrian crossing.
Source: The author

Figure 43. Road-narrowing to the minimum width of the lane.
32
33

D - Traffic

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

D - Traffic

Uploaded by

Copyright:

Available Formats

CEBU BUS RAPID TRANSIT

Detailed Engineering Design and Construction Supervision

1. Concept & Basic Design of BRT Corridor

2. Link to Port Section

3. Accessibility Concept Design

1. Concept & Basic Design of BRT Corridor

Overview of the Concept & Basic Design

Source: The author

Source: The author

Design Parameter of Package 1

1 Bus specification 18.0m (Articulated bus) Approved

Dual side door system (both

3 Bus station width 4.0m Approved

6 Fare collection system Closed system Approved

7 Screen door To install screen doors Approved

3.35m (inside the station)

Osmeñ a Boulevard Between Capitol and SBT

• In terms of concept design, this corridor is divided into 10 elements to analyze it in

Source: The author

Operational Return – Capitol

• A provisional operational return South-South direction is needed in the Capitol area

Analysis of the first proposal

Source: The author

Alternatives on the Don Gil Garcia St.

Source: The author

Source: The author based on the topo survey.

Source: The author based on the topo survey.

Source: The author based on the topo survey.

Source: The author based on the topo survey.

Corridor between Capitol station and Fuentes intersection

Source: The author based on the topo survey.

Source: The author based on the topo survey.

Las Fuentes Intersection

Source: The author

Source: The author based on the topo survey.

Previous version Design modified

Source: The author based on the topo survey.

Fuentes Circle station

Source: The author based on the topo survey.

Source: The author based on the topo survey.

Corridor Between Fuentes and CNU stations

Source: The author based on the topo survey.

Source: The author based on the topo survey.

Analysis of Uytengsu station

Source: The author based on the topo survey.

Source: The author based on the topo survey.

Source: The author based on the topo survey.

Source: The author based on the topo survey.

Corridor between CNU and SBT stations

Source: The author based on the topo survey

Intersection of Osmeña Blvd and N. Bacalso

Source: The author based on the topo survey

Intersection of Osmeña Blvd and N. Bacalso

Source: The author based on the topo survey

SBT Station and operational return

Alternative 1: Use of SBT without the operation of intercity buses.

Source: The author based on the topo survey.

Alternative 2: Use of SBT with the operation of intercity buses.

Source: The author based on the topo survey.

Source: The author based on the topo survey.

Source: The author based google earth image.

Source: The author based on the topo survey.