TECHNOLOGICAL INSTITUTE OF THE PHILIPPINES

` 938 Aurora Boulevard, Cubao, Quezon City

CE 408

TRANSPORTATION ENGINEERING

FINAL GROUP REPORT

PLANNING OF TRANSPORTATION SYSTEM OF THE CITY OF ANTIPOLO AND

THE MUNICIPALITIES OF CAINTA, TAYTAY, TERESA AND SAN MATEO;

PROVINCE OF RIZAL

ENGR. HERNANDO E. GOZON JR.

Faculty – CE/SE Dept.

GROUP MEMBERS

DELLOSA, MARC

DOSIL MYLENE V

ILARINA, EDIEZEL JAMES D

MAGBATA III. CLODUALDO A.

VILLANUEVA, HAZEL
March 19, 2016
TECHNOLOGICAL INSTITUTE OF THE PHILIPPINES
983 Aurora Boulevard,Cubao, Quezon City

Attention: MR. HERNANDEZ E. GOZON, JR.

Subject: REPORT ON PLANNING OF TRANSPORTATION SYSTEM OF THE CITY
OF ANTIPOLO AND THE MUNICIPALITIES OF CAINTA, TAYTAY,
TERESA AND SAN MATEO; PROVINCE OF RIZAL

Gentlemen:
As a requirement in our subject on CE408 Transportation Engineering, we are
submitting herein the planning of transportation system network of Antipolo City and the
municipalities of Cainta, Taytay, Teresa, and San Mateo with the province of Rizal. This report
consist of:

 Covering Letter
 Profile of the project
 Profile of the Location
 Application of Trip Generation Methodology and Analysis
 Application of Trip Distribution Methodology and Analysis
 Application of Mode Choice Methodology and Analysis
 Application of Traffic Assignment Methodology and Analysis
 Appendix

Respectfully Submitted:

DELLOSA, MARC MAGBATA III. CLODUALDO A.

DOSIL MYLENE V VILLANUEVA, HAZEL B.

ILARINA, EDIEZEL JAMES D

 Table of Contents
CHAPTER 1 .................................................................................................................................. 1
PROFILE OF THE PROJECT .................................................................................................... 1
THE PROJECT........................................................................................................................ 1
Basic Services and Facilities ................................................................................................... 2
The Transportation Systems Planning ..................................................................................... 3
Project Client ........................................................................................................................... 7
PROFILE OF CITY .................................................................................................................... 8
Antipolo City ............................................................................................................................... 8
Location ................................................................................................................................... 9
Topography.............................................................................................................................. 9
Climate................................................................................................................................... 10
Transportation ........................................................................................................................ 10
The People ............................................................................................................................. 11
Weather .................................................................................................................................. 12
Language ............................................................................................................................... 12
Telecommunication ............................................................................................................... 12
Banking .................................................................................................................................. 13
Industry .................................................................................................................................. 13
Education ............................................................................................................................... 13
Cainta-Rizal............................................................................................................................... 14
Geography ............................................................................................................................. 15
Barangay ................................................................................................................................ 16
Legend ................................................................................................................................... 16
Economy ................................................................................................................................ 18
Native delicacies .................................................................................................................... 19
Landmarks ............................................................................................................................. 19
SAN MATEO RIZAL ............................................................................................................... 23
HISTORY OF SAN MATEO RIZAL ................................................................................... 24
 Geographical Location and Physical Characteristics ............................................................ 27
Land Area .............................................................................................................................. 28
Land Area by Barangay ......................................................................................................... 28
Topography............................................................................................................................ 29
Commercial Land Use ........................................................................................................... 30
TAYTAY RIZAL ...................................................................................................................... 34
Geography ............................................................................................................................. 34
Location ................................................................................................................................. 36
Barangays .............................................................................................................................. 36
Power ..................................................................................................................................... 37
Communications .................................................................................................................... 37
Economy ................................................................................................................................ 38
Transportation ........................................................................................................................ 38
Teresa-Rizal .............................................................................................................................. 40
Barangay ................................................................................................................................ 41
Economy ................................................................................................................................ 42
Infrastructure ......................................................................................................................... 43
Map of the city and 3 municipalities ......................................................................................... 43
CHAPTER 2 ................................................................................................................................ 44
DESCRIPTION OF METHODOLOGIES USED IN ANALYSIS .......................................... 44
Planning Process .................................................................................................................... 44
Situation Definition ............................................................................................................... 45
Problem Definition ................................................................................................................ 45
Search for Solutions............................................................................................................... 46
Analysis of Performance ....................................................................................................... 46
Evaluation of Alternatives ..................................................................................................... 47
Choice of Project ................................................................................................................... 47
Specification and Construction .............................................................................................. 48
Trip Generation ............................................................................................................................. 49
Trip Distribution ........................................................................................................................... 50
Mode Choice ................................................................................................................................. 54
 Types of Mode Choice Models ............................................................................................. 56
Factors Influencing Choice of Mode:........................................................................................ 64
CHAPTER 3 ................................................................................................................................ 66
COMPUTATION USING THE DATA, INFORMATION AND METHODOLOGIES ......... 66
Step 1 – Trip Generation ....................................................................................................... 66
Step 2 – Trip Distribution ...................................................................................................... 70
Step 3 – Mode Choice ........................................................................................................... 74
Step 4 – Traffic Assignment .................................................................................................. 82
CHAPTER 4 ................................................................................................................................ 89
PLANS ...................................................................................................................................... 89
CHAPTER 5 ................................................................................................................................ 92
TABLES / CHARTS / GRAPHS .............................................................................................. 92
Appendix ..................................................................................................................................... 102
 CHAPTER 1

PROFILE OF THE PROJECT

THE PROJECT

The project is located in Antipolo City under the province of Rizal. It is the largest city in

the CALABARZON Region. It is found on the slopes of the Sierra Madre Mountain Range. The

location of Antipolo City having the coordinates of 14°35′N 121°10′E. Much of the city seats on

the plateau averaging 150 meters. It has the second largest area in the province with an area of

306.10 square kilometers. The northern and southern sections of the city are in the dense of

forest areas of the Sierra Madre. It is also the seventh most populous city in the country with a

population of 677,741 in 2010. With the transfer of the provincial government to Antipolo, it is

highly favored to be officially designated as the new capital of the province. On March 14, 2011,

Antipolo was declared a highly urbanized city by President Benigno Aquino; such proclamation

however still needs to be ratified in a plebiscite.

The province of Rizal spans for 1,175.8 square kilometers. Antipolo City makes up

26.03% on the entire province of Rizal, housing 16 barangays. The land mass of Antipolo is big

enough to be an ideal place for many purposes, such as agriculture, commerce, hiking and

climbing spots, relocations of communities (having a strategic position east of Rizal, and a lot of

areas where low-cost housing projects can be put up), subdivision areas for either low, mid, high-

cost housing, and also for special uses (such as the landfill) by Cainta and Marikina City and

other cities in Metro Manila.

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 Antipolo is in the noethern half of Rizal Province, close to its center. Which means

Antipolo is landlocked; bounded to the north by San Mateo and Rodriguez; to the east by Tanay;

to the south by Angono, Taytay and Teresa.

Wherein we use transportation engineering to apply the technology and scientific

principles to the planning. Functional design, operation and management of facilities for any

mode of transportation in order to provide for the safe, efficient, rapid, comfortable, convenient,

economical and environmentally compatible movement of people and goods (transport).

Antipolo City on the mountain ridges east of Manila where the sun begins to shine whose

name refers to Tipolo trees growing indigenously on its land, trees with broad leaves that provide

shade while gently fanning in the soothing breeze. It is the city of pilgrims and contemplatives,

tourists and traders, artist and artisans.

Basic Services and Facilities

The City is providing the basic services and facilities under Section 17 of the Local

Government Code of 1991, which include but are not limited to the following:

1. Agriculture extension and on-site research services and facilities

2. Enforcement of forestry laws limited to community-based forestry projects enforcement

of the pollution control law, small-scale mining law and other laws on the protection of

the environment and mini-hydroelectric projects of local purposes

3. Health services

4. Social welfare services

5. Information and investment support services

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 6. Environmental management system and services or facilities related to general hygiene

and sanitation

7. City buildings, cultural centers, public parks, playgrounds, sport facilities, public

assembly areas and other similar facilities

8. Infrastructure facilities intended to service the needs of the residents of the City

including, but not limited to, city roads and bridges; school buildings and other facilities

for public elementary and secondary schools; drainage and sewerage , flood control and

irrigation systems; similar facilities

9. Public markets, slaughterhouses and other city enterprises

10. Public cemetery

11. Tourism development and promotion programs

12. Programs and project for low cost housing and other mass dwellings, except those funded

by the Social Security System (SSS), Government Service Insurance System (GSIS) and

the Home Development Mutual Fund (HDMF)

13. Upgrading and modernization of tax information and collection services

14. Adequate communication and transportation facilities

15. Support for education, police and fire services and facilities

The Transportation Systems Planning

Responsibility

 Developing strategic plans and policies for sustainable transportation systems to

meet the present and future needs of the province

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  Identifying emerging planning issues and developing strategic policy options for

consideration.

 Directing transportation system studies and undertaking economic and service

analysis of infrastructure projects as an input to highway investment decision-

making.

 Working towards the implementation of strategic initiatives that will enhance the

safety, security, effectiveness, efficiency and sustainability of Manitoba’s

transportation network.

 Leading the process of public/stakeholder consultations on transportation

infrastructure planning.

 Ensuring the economic development, land use, social considerations and other

issues are incorporated into the planning process.

 Developing innovative highway financing strategies and technical information

and policy advice, toward achieving sustainable highway systems.

Goals in Transportation Planning System

Goals are the broadest expressions of a community’s desires. Goals give direction and are

concerned with the long term, and often describe ideal situations. Policies are broad statements

that set preferred courses of action. Policies are choices made to carry out the goals in the

foreseeable future. Policies should be specific enough to help determine whether or not a

proposed project, program or course of action will advance community values expressed in the

goals. Objectives are specific statements that carry out a plan in the short term. Objectives help

assess incremental progress toward achieving the broader purposes expressed in goals and

policies.

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Transportation System

Develop a balanced, equitable, and efficient transportation system that provides a range

of transportation choices; reinforces the liveability of neighborhood supports a strong and diverse

economy; reduces air, noise, and water pollution; and lessens reliance on the automobile while

maintaining accessibility.

Transportation Education

Implement education programs that support a range of transportation choices and emphasize

safety for all modes of travel.

A. Publicize activities and the availability of resources and facilities that promote a

multimodal transportation system.

B. Implement educational programs that recognize they need for developing and

maintaining a multimodal transportation system that supports the movement of freight as

well as people.

Planning Investments

The transportation investments identified in the Transportation System Plan are designed

to maximize mobility. Maximizing mobility means investing in several travel modes

simultaneously. For example, the same street improvement project may widen a roadway to add

vehicle travel lanes, add bicycle lanes, and construct sidewalks. Bus turns-out may also be

designed as part of the project. Most projects contained in the Plan are designed to be

multimodal.

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 Investments are prioritized based on when they are expected to be needed. Funding

constraints determine how many projects can be constructed at any given time. Prudently

investing in infrastructure calls for building only what is needed, or reasonably anticipated to be

needed, for the design life of the project. Maintaining surplus infrastructure is not cost effective

over the long term, nor does it increase overall mobility.

Land Use, Transportation, and Economic Development

The relationship between land use development and the transportation system is one of

cause and effect. The type, density, and design of land use developments place differing

demands on the transportation system. Citywide land use patterns will determine the type of

transportation system that is developed. A compact development pattern with high intensities of

mixed uses will support transit operations and walking more efficiently than a low-density,

segregated land use pattern, which tends to be more automobile-oriented.

A key element that is important in the land use/transportation discussion is the

relationship of both to a community’s economic health and economic development. Economic

activities are far more than simply a component of a community’s land use, for they provide the

jobs and income that drive the need for housing and various other urban land uses. Land use

planning and regulations can support and stimulate economic development through a number of

means including regulations that maintain the quality of life in the community and the proper

location and designation for economic activities. Transportation infrastructure, which is needed

to accommodate economic activities, can often be utilized as a stimulant to economic

development are interwoven and can be mutually supportive to help create a vibrant community.

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Project Client

Department of Public Works and Highways

Abbreviated as DPWH, is the executive department of the Philippine government

responsible for all safety of projects in the field of public works. It is also responsible for the

maintenance of the Philippine road network and irrigation system. It is one of the three

departments of the government undertaking major infrastructure projects. The DPWH is

mandated to undertake (a) the planning of infrastructure, such as national roads and bridges,

flood control, water resources projects and other public works, and (b) the design, construction,

and maintenance of national roads and bridges, and major flood control systems.

Functions

The Department of Public Works and Highways functions as the engineering and

construction arm of the Government tasked to continuously develop its technology for the

purpose of ensuring the safety of all infrastructure facilities and securing for all public works and

highways the highest efficiency and quality in construction.

DPWH is currently responsible for the planning, design, construction and maintenance of

infrastructure, especially the national highways, flood control and water resources development

systems, and other public works in accordance with national development objectives.

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 PROFILE OF CITY

Antipolo City

Antipolo city on the mountain ridges east of Manila where the sun begins to shine whose

name refers to the Tipolo trees growing indigenously on its land. Trees with broad leaves that

provide shade while gently fanning in the soothing breeze. It is the city of pilgrims and

contemplatives, tourists and traders, artists and artisans.

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Location

The City of Antipolo is located in the northern half of Rizal Province. It is bounded on

the north, by the Municipality of Rodriguez (formerly Montalban), on the northwest, by the City

of Marikina and Municipality of San Mateo, on the southwest, by the Municipalities of Taytay

and Cainta, on the southeast, by the Municipalities of Tanay, Teresa and Baras and on the east,

by the Quezon Province.

The poblacion is approximately 29 kilometers from Manila. The City can be accessed

from Marikina via the Sumulong Highway, which passes through the poblacion; form Cubao,

Quezon City via the Marcos Highway, which extends eastward to Quezon Ptovince as the

Marikina-Infanta road, and from Cainta/Taytay via Ortigas Extension.

Topography

The topography of Antipolo may be describedas generally hilly and mountainous, with

the hlly portions lying in the west and the mountainous area concentrated in the east as part of

the Sierra Madre Mountain Range. Well-watered valleys are located in the middle of the city and

in the northern and southern edges. Plateaus of over 200 meters above sea level are seen in the

western half of the study area, including the site of the Poblacion and portions of Brgy. Cupang

and San Juan. In the eastern half, these are seen in Brgy. Calawis and San Joe overlooking the

Boso-Boso River Valley to the west.

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Climate

Based on PAGASA (Philippine Atmospheric, Geophysical and Astronomical Service

Academy Administration) Antipolo has type 1 climate which is marked by two (2) distinct

seasons – the Wet from May to December and the Dry from January to April. The main climatic

control operating in the climate of the area is actually the monsoon wind system. The warm

southwest monsoon wind brings the rain to the city after gathering moisture from the Indian

Ocean while the cool northeast monsoon moves as a dry wind and comes even drier after

crossing Sierra Madre geographic barrier.

Transportation

Various means of public transportation are available in Antipolo. Transportation is

provided by a combination of buses, FX’s, Jeepneys, shuttle buses and tricycles.

One bus line, EMBC takes the Ortigas extension route leading to Manila, and vice versa.

Its terminal is stationed at P. Oliveros St. AntipoloCiy and in Divisoria. Other bus lines from

Tanay connect Antipolo via the Provinial Road.

Jeepneys and FX’es are the more numerous and connect the City with Marikina,

Mandaluyong, Makati and Quezon City via the Provincial Road.

Intercity public transportation is provided by tricycles, shuttle buses and jeepneys inter –

connecting the 16 barangays of the city through various routes.

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The People

During the 1720’s, the Virgin of Antipolo gained thousands of devotees. Devotees from

Manila and nearby towns and Provinces flock to Antipolo, some stayed and adopted Antipolo as

their homes. They lived in the simple and traditional Filipino lifestyle. Their culture and tradition

included the celebration of many religious and cultural festive such as the Kapitana’s on Easter

Sunday, the night serenades, the bayanihan, the praying of the Angelus, the reading of the

passion of Christ during the Lenten season and the May Festival.

After the civil government was restored by the Americans in 1901, Presidentes/Alcaldes

of the town were as follows:

List of Town mayors after the segregation of Teresa fromAntipolo in January 1, 1919 under

Executive Act no. 57:

 Cornelio Lawis 1918-1920

 Jose Carigma 1920-1926

 Marcelino Santos 1927-1931

 PascualOliveros 1931-1944

 Manual Seranillo 1945-1946

 IsaiasTapales 1946-1964

 Francisco De Jesus 1964-1967

 Jose R. Oliveros 1968-1985

 Felix Marinas 1986-1988

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 Daniel Garcia 1988-1998

 AngelitoGatlabayan 1998-present

In the election held on May 11, 2004, Engr. AngelitoGatlabayan was reelected for his

third term as City Mayor and Atty. DaniloLeyble as Vice Mayor. Under R.A. 8508 the lone

district of Antipolo was divided into 2 districts. In the Congressional level, Atty, Victor

Sumulong was also reelected in his third term as Congressman in District 2 and Ronaldo Puno as

Congressman in District 1.

Weather

The country, Antipolo enjoys both seasons: Wet (May to December) and Dry (January to

April). Visitors are encouraged to carry an umbrella that will serve either season.

Language

English, next to Filipino, is broadly comprehended and spoken by the City’s residents.

Telecommunication

Telecommunication is served by the country’s majors – PLDT, Bayantel, Digitel and

PT&T while over 100 internet cafes provide to electronic mail and websites.

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Banking

Most of the country’s major financial institutions are represented in the City serving both

domestic and overseas needs from 9AM0 -3PM. 24-Hour ATM machines are likewise

widespread.

Industry

Tourism is the primary industry, followed by manufacturing/processing covering such

items as garments and shoes for export and “Kasuy” (creamy bean shaped nut dry-toasted over

live coals), agriculture – poultry and livestock, and cement processing.

Education

The City has its share of exclusive private (e.g. Assumption or girls) and public schools.

The University of Rizal Sytem is the only public university in Antipolo and offers degree courses

on business, liberal arts, food service, and computer technology as well as post-graduate degree

courses. Many youth of Antipolo can now face better future through the 19 public high schools

that were built under the administration of Mayor AngelitoGatlabayan in Antipolo City.

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Cainta-Rizal

The Municipality of Cainta(Filipino: Bayan ngCainta) is a first-class urban municipality

in the province of Rizal, Philippines. It is one of the oldest (originally founded on August 15,

1571), and the land area of 4,299 hectares (10,620 acres).

Cainta serves as the secondary gateway to the rest of Rizal province from Metro Manila.

With the continuous expansion of Metro Manila, Cainta is now part of Manila’s conurbation,

which reaches Cardona in its westernmost part, and is therefore one of the most urbanized towns.

With a population of 311,845 inhabitants per the 2010 census, Cainta now holds the

record as the most populous municipality in the Philippines, although there are efforts underway

to convert it into a city. Its income of Php 766,924,602 makes it the richest municipality in the

country.

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Geography

Cainta is bounded on the north by Marikina City and Antipolo City but not bounded San

Mateo, on the west by Pasig City, and on the east and south by Taytay. It lies in the Marikina

Valley, is 10% rolling hills and 90% residential-industrial it has he province’s highest of rivers

and streams Historians claim that Cainta’s old geographical boundaries encompassed the

mountain slopes of Montalban.

Cainta serves as the secondary gateway to the rest of Rizal province from Metro Manila.

With the continuous expansion of Metro Manila, Cainta is now part of Manila's conurbation,

which reaches Cardona in its westernmost part, and is therefore one of the most urbanized towns.

With a population of 311,845 inhabitants per the 2010 census, Cainta now holds the

record as the most populous municipality in the Philippines, although there are efforts underway

to convert it into a city. Its income of Php766, 924,602 makes it the richest municipality in the

country.

Face different challenges especially with its boundary disputes with Pasig (Greenpark,

Karangalan, St. Joseph, Villarica, Riverside, and Midtown), Taytay (Greenland and eastern part

of Cainta), and Antipolo (Valley golf, Valley view, and Palmera Heights).

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Barangay

Cainta is politically subdivided into seven barangays. In the mid-1990s, Cainta submitted

a petition to the Rizal provincial government to consider a proposal for 18 additional barangays,

to make a total of 25 barangays. The proposal is still pending.

Population
Barangay Population
Barangay
(2010)
(2010)
San Andres (Pob.) 93,453
Santo Niño 5,948
San Isidro 66,341
Santo Domingo 40,131
San Juan 96,144
Santa Rosa 1,598
San Roque 7,646
San Roque 7,646
Santa Rosa 1,598
San Juan 96,144
Santo Domingo 40,131
San Isidro 66,341
Santo Niño 5,948

Legend

Legend has it that there was an old woman called "Jacinta" who was well known not only

in her own native town but also in the neighbouring towns. In her youth, she was very popular

because of her great beauty, kindness, and wealth. Although she was a member of a very rich

clan, she showed generosity of heart to the poor. Hence, she became very much loved and

respected. Jacinta grew to be an old maid because after her sweetheart got sick and died, she

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never fell in love with anyone else. When her parents died and she was left alone in the house,

she continued her charity work. She gave alms to the long line of beggars who came to her, and

housed and took care of the orphans and children in the streets.

In her old age, she was still very popular and was fondly called "KaInta" ("Ka" referring to a

term of respect for the elderly, as well as a term for the feeling of comradely or "kapwa" feeling

for someone).

One Christmas Day, however, when the old and the young called on her to give their

greetings, she was not by the window to welcome them. People wondered at her absence and

shouted her name to call her attention but no one came to answer. Concerned, they went up the

house and discovered the dead body of "KaInta" lying on the floor. Beside her were the piles of

Christmas gifts she was preparing to give to her well-wishers that day. People far and wide

grieved over her death. In memory of her goodness and her generosity, her native town was

named after her and was called "Cainta".

The Municipality's name may also have come from the Sanskrit word “kāṇṭha” [Kah-

Uhn-Thaa] (ककककक), which means a narrow place or constriction. It also means ‘stem’ or

‘branch’ in Sanskrit literature, describing the deeply forested tropical Wilderness which used to

surround the area. During the period 1762-1764, during the various Anglo-Spanish Wars, 600

Sepoy (or native Indian) troops arrived in the Philippines as part of the military expedition of the

East India Company. When the British troops withdrew, many of the Sepoys mutinied and

refused to leave. Virtually all had taken Filipina brides (or soon did so). The region in and

around the town still has many Sepoy descendants. During the 18th century, there was robust

trade between Manila and the Coromandel Coast of Bengal, involving Philippine exports of

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tobacco, silk, cotton, indigo, sugarcane and coffee. Sepoy troops from Madras (now Chennai,

Tamil Nadu), British India also arrived with the British expedition and occupation between 1762

and 1764 during the Seven Years' War. The Indians left a culinary legacy in the spicy and highly

seasoned dishes that are now part of mainstream Cainta cuisine. Cainta became part of Tondo

(starting 1763), but separated in 1883 and incorporated with the district of Morong. Cainta

became an independent town in 1760.

Economy

Today Cainta has a robust economy as evidenced by several commercial and industrial

establishments that have sprouted. Cainta is the richest municipality in the country with respect

to Income Revenue growth.(based on 2010 COA Report). The town continues to attract

businesses because of its proximity to Manila and the town's burgeoning population which

mostly consists of hard-working and hospitable people. Cainta is the "richest municipality in the

Philippines as evidence of numerous manufacturing firms here like Mitsubishi Motors

Philippines, the largest car manufacturer in the country, the Monde M.Y. San Corporation, one

of the nation's leading biscuit manufacturers, BF Construction Philippines, Ford Philippines,

Motortrade Philippines, Fortune Tabacco Corporation, Honda Cars Philippines, Hyundai Cainta,

Rockbuilt Manufacturing Corporation, Cathay Pacific Steel Corporation, South Pacific Chemical

Industry, The House Printers Corporation, and more.

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Native delicacies

The most common livelihood in Cainta is the making of native delicacies, a

tradition inherited from Antipolo, which is largely a cottage industry. Its native desserts are

among the nation's best. Dating back to the 15th century, it became the town's principal source of

income for more than four centuries. Suman (rice cake wrapped in banana leaf), latik (boiled

down coconut milk used for glazing), coconut jam and the famous bibingka, are but a few of the

sweet delights that lure many visitors to this town.

During the 20th century, Cainta dazzled the whole country when it baked the

biggest rice cake ever and the town became known as the "Bibingka Capital of the Philippines".

Bibingka is believed to have been adapted from the Indian cuisine, an influence from its Sepoy

population. It comes from the Indian word bebinca also known as bibik, a dessert made of flour,

coconut milk, and egg. The Philippine version is made of rice flour, coconut milk and salted

duck eggs. Butter and sugar are used for glazing after cooking and before serving.

Landmarks

 Cainta Junction - A major intersection, often referred to as traffic tambayan by the

locals, adjoins the Metropolitan Highways (FELIX Avenue at the North, A. Bonifacio

Avenue to the South, and Ortigas Avenue on its East and West Bounds). The busiest and

a critical point where it connects Metro Manila and the rest of the Rizal province.

 The Cainta Municipal Hall - when the old municipal building (located at the current

Town Plaza) was destroyed by a fire, then-Mayor Benjamin Felix called the attention of

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 the Provincial Government to build a new one at a lot in Rosepack Subdivision. it was

finished in 1995.

 Hunters ROTC Monument - located at Brgy. San Juan, this place is a memorial for the

Hunters ROTC guerrillas, who bravely faced the Occupation Authorities during the

World War II.

 Valley Golf and Country Club - one of the two well-known golf courses in the province

of Rizal aside from Eastridge in Binangonan, Rizal.

 Liwasang Bayan (Town Plaza) - located at the Poblacion (town proper). It was the

former place of the old Municipal Hall destroyed in 1995. Today, is host to some

convocations and assemblies for Caintanos. In Holy Week, a Senakulo is shown for the

public.

 Our Lady of Light Parish - standing firmly as one of the most beautiful and oldest

churches in the province, it is erected upon the directives of Fr. Gaspar Marco, S.J. in

1707 and was finished by Fr. Joaquin Sanchez in 1715. Upon its elevation into a Parish in

1760, this church is renovated many times because of heavy rains and earthquakes. In

1889, this church was destroyed during the Filipino-American war, leaving only the

adobe wall surviving. A mural depicting the patroness of the town, painted by national

artist Fernando Amorsolo, has replaced the image ravaged during the war. This image is

currently placed on the left side portion of the Church's main altar. On 1966, a

reconstruction of the church emerged upon the initiative of Cardinal Rufino Jiao Santos.

It was solemnly blessed on February 25, 1968. On December 1, 2007, during the official

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 town fiesta, a Historical Marker was installed by the National Historical Institute on its

facade, coinciding with the celebration of the third centenary of the construction of the

Church. The current parish priest is Rev. Fr. Neil Vincent M. Tacbas.

 Emerald LRT Station (under construction) - is a proposed (approved) station on the

Manila Light Rail Transit System Line 2 (LRT-2). It is part of the LRT Line 2 East

Extension. The LRT-2 east extension plan calls for an elevated 2-station, 4.14-kilometer

extension eastward from Santolan, which means that this station would be above ground.

The station would be the first LRT-2 station of Cainta and it will be also near the

boundaries of Marikina City and Pasig City. The station would be the first for trains

headed east from Santolan and the eleventh for trains headed from Recto. The station

would be located in front of Robinsons Place Metro East in the intersection of Marcos

Highway with Emerald Drive.

 Sta. Lucia East Grand Mall - the premier mall of Cainta, Sta. Lucia East Grand Mall

(or simply Sta. Lucia East Mall) is a large shopping mall in the Philippines. The mall is

owned by Sta. Lucia Realty & Development Inc and is the largest shopping mall in the

Eastern District of Metro Manila. The mall is situated along Marcos Highway cor. Felix

Avenue (formerly Imelda Avenue), located at the barangay San Isidro, in Cainta, Rizal.

The mall has 2 buildings near Robinsons Place Metro East, Sta. Lucia Residenze and is

interconnected by a footbridge.

 iL CENTRO Ice Skating Rink - one of the first ice skating rinks in the Philippines to be

opened outside of Metro Manila. It is located at the iL CENTRO Mall which the fourth

building of the Sta. Lucia East Grand Mall. The other first ice skating rink to be opened

21
 outside of Metro Manila was also in Sta. Lucia East Grand Mall but it was later closed

down.

 Robinsons Place Cainta - Robinsons Place Cainta is a Robinsons Mall opened in 2004

with a Gross Floor Area of 31,000 Square Meters. It is Robinsons Land Corporation's

15th shopping mall located in Ortigas Avenue Extension, Junction, Cainta, Rizal.

Robinsons Place Cainta houses a number of micro retail outlets clustered together in an

area called Market Bazaar. Also inside this mall is one of the biggest call centers in the

country. The mall is flocked daily by residents comings from the subdivisions within the

vicinity of Cainta and since the area is very near the Cainta Junction, it is a common pick-

up and drop-off point of thousands of commuters most of whom work in the Ortigas and

Makati business districts. Robinson Place Cainta is a favorite shopping and dining

destination of customers coming from the different provinces of Rizal such as of Taytay,

Antipolo, Angono, Binangonan and other municipalities.

22
SAN MATEO RIZAL

San Mateo (Bayan ng San Mateo) is a first class urban municipality in Rizal Province,

Philippines. Located on the island of Luzon, San Mateo is one of 13 municipalities and a capital

city that make up the Province of Rizal. It is also part of the Metro Luzon Urban Beltway, that is

composed of Region 3, Region 4-A (CALABARZON) and the nearby National Capital Region

(NCR).

San Mateo is located along the western border of Rizal Province, it is bordered on the

west by Quezon City, to the south by Marikina City and Antipolo City, the capital of Rizal

Province, and to the north by Rodriguez (Montalban) also in Rizal province. It is approximately

24 kilometers (15 mi) away from Manila and 11 kilometres (6.8 mi) north of Pasig City, the

former town capital of Rizal.

According to the 2010 Philippine census, San Mateo has population of 205,255

inhabitants, or 8.26% of the total population of Rizal. Conurbated to the urban agglomeration of

23
the Greater Manila Area, San Mateo is one of the fastest growing municipalities in Rizal

Province, according to the Metropolitan Manila Development Authority (MMDA) and the

Provincial Government of Rizal

HISTORY OF SAN MATEO RIZAL

In his book Conquistas de las Islas Filipinas, Father Gaspar de San Agustin records the

Municipality of San Mateo in 1572 as a town annexed to Pasig. He described the inhabitants as

"fierce but friendly and of quiet disposition." Father Juan de Medina, in his account Relacion de

los Con ventos Y Pueblos Fundadospor los PP. Agustinos, likewise put 1572 as the year the

Parish of San Mateo was established. However according to Miguel López de Legazpi, the first

Spanish Governor in the Philippines (1571 to 1572), it was Juan de Salcedo, his nephew who

discovered the site of present-day San Mateo during one of his expeditions to Manila from Cebu.

Accounts say that two years before he came to Manila from Cebu, Legazpi sent Salcedo along

with 150 soldiers to prepare the inauguration of the City of Manila. It must have been Salcedo

who discovered the town before Legazpi inaugurated Manila on June 24, 1571.

Still, another account was that of Father Cavada, an Augustinian priest, who said that the

first chapel in the country, having the Patron Saint Matthew was built by the riverside in 1596

south of the present Poblacion of San Mateo which was then only a Barrio of Tondo. Saint

Matthew thus gave to the town its name when the chapel was set up during his feast day.

What may be gleaned from the above accounts somehow is that San Mateo was

discovered sometime in 1571, while it was in 1596 when it acquired its first church. It may be

true, too, that the Parish of San Mateo was set up in 1572.

24
 Aside from the controversy over the date of its discovery or creation, there is also

uncertainty as to how San Mateo acquired its name. According to one account, when the

Spaniards made a reconnaissance of Manila's environs, they came upon the San Mateo flood

plains and became enamored by the natural beauty of the place. They decided to establish a

community in the place and one day, a Spanish scribe happened to stand on a mound with a book

on one hand and a pen on the other. His statue-like pose prompted a companion to laugh and

comment, "Muy" friend, the way you are now makes you look like Saint Matthew, referring of

course to the usual way the evangelist saint is depicted in his statues. In the midst of their banter

and merriment, they decided to call the place they discovered ‘San Mateo’.

Another account says that the Municipality of San Mateo was so called because of its

geographical resemblance to another town in Spain with the same name. As described by Paluzie

in a geographical book, this small Spanish town was near a high mountain (and) has a river that

flows in its center which often floods but quickly recedes. This town is also a grazing ground for

big animals and a fishing village. San Mateo is traversed by the Maly and Nangka rivers and its

flood plains may have been a lush grazing area then.

The Augustinian priests in San Mateo were later formally replaced (in 1689) by the

Jesuits who as early as 1637 included San Mateo as one of their missions, with the missions of

San Isidro and Paynaan under it. The Jesuit Order brought with them an image of the Virgin

Mary which came from the town of Aranzazu, Nueva Vizcaya, Spain. The Jesuits were the ones

responsible for building the church now located in the Poblacion since the original chapel set up

by the Augustinians beside the river was destroyed during a flood. The location of the present

church is in Barangay Sta. Ana and its patron saint is the Virgin Mary of Aranzazu. The original

25
images of Saint Matthew which was housed in the old Augustinian chapel has been transferred to

Barangay Dulongbayan (formerly llaya) and is now the patron saint of the Barangay and whose

feast day is always celebrated on September 21.

Over the centuries, San Mateo has had a colorful and distinguished history. In 1639, a

pitched battle ensued between Chinese rebels, on one hand and Spanish and native troops, on the

other. The Chinese were defeated and retreated east to the Sierra Madre Mountains, but not

before burning the town and its church.

On May 16, 1687, the territory and convent of San Mateo were added to Pasig by the

Augustinians, with the headquarters and residences of the missionary at Mariquina (Marikina).

Two years later, the Agustinians handed over the ecclesiastical administration of San Mateo to

the Jesuits. In 1699, the convent of St. Augustine won in a court case against the native

inhabitants with regard to a claim over a ranch in the district of San Mateo.

From 1696 to 1746, the town residents rebelled against the Spanish authority in the

municipality. They were forced to go to the mountains and abandon the lowland settlement.

However, in 1746, the townspeople returned to the lowlands after having been wooed and

persuaded by the Jesuit priests.

The independent-mindedness of the San Mateo people showed itself again in the 15-year

period from 1751 to 1765 when the natives rebelled against Spanish governance. The residents

were ordered to surrender their weapons, but they refused. With this resistance, the Spanish

government was forced to reduce the town to ruins.

26
 In 1712, the Conde de Lizarriaga, the Governor of the Islands, sent Captain Don Lorenzo

de Yturriaga together with 12 soldiers to punish Captain Pambila, a native chieftain who was

reportedly inciting the residents to revolt against the Spanish government and the local Spanish

priest. Captain Pambila attacked the Spanish officer, but the latter was able to parry the blow and

shot the native leader dead.

Geographical Location and Physical Characteristics

Geographical Location

The town of San Mateo is approximately twenty four (24) kilometres northeast of the city of

Manila and about eleven(11) kilometres south of Pasig. The former capital town of Rizal. It is

bounded on the south by Marikina and on the north by Montalban. To the west lies Quezon City

and to the east is Antipolo City. San Mateo lies within 14 degrees, 41 latitude and 121 degress,

0.7 latitude.

27
Land Area

The total land area of San Mateo as of the 1976 cadastral survey is approximately

4,825.10 hectares broken-down to fifteen (15) barangays.

Land Area by Barangay

Barangay Total Area ( Has.) Percent Distribution

1. Ampid I 131.60 2.73

2. Ampid II 24.50 0.51

3. Banaba 138.20 2.86

4. Dulongbayan I 58.79 1.22

5. Dulongbayan II 430.00 8.91

6. Guinayang 273.00 5.66

7. Guitnangbayan I 412.00 8.54

8. Guitnangbayan II 614.00 12.72

9. Gulod Malaya 139.40 2.89

10. Malanday 353.00 7.32

11. Maly 565.00 11.71

12. PintongBukawe 753.00 15.61

13. Sta Ana 80.00 1.66

14. Sto Niño 87.11 1.80

15. Silangan 765.50 15.86

GRAND TOTAL 4,825.10 100

28
Topography
The topography of the municipality is characterized by a rolling to mountainous terrain on the

eastern side comprising approximately 75.66% or 3,650.67 has. And a flat terrain on the

western side bordering Marikina River. The plains cover an approximate area of 1,174.43 has.

or 24.34%.

Maps

Base Elevation Slope

29
Existing Land Use Mineral Sources Soil

Land Use

Of the total land area of San Mateo, an approximate area of 1,200 hectares or

25% is devoted to Agriculture. Crop production & value report from the Municipal Agriculture

office indicates that 577 hectares have been planted for the year 1997. Of this, Riceland account

for 274 hectares (47.49%) while 303 hectares (52.51%) are planted with diversified crops and

vegetables.

DISTRIBUTION OF PROPOSED GENERAL LAND USES IN SAN MATEO, RIZAL

2000-2010

LAND USE CATEGORY AREA (Ha.) Percent Distribution

Urban 3,281.428 2.73

Agricultural-Permanent/SAFDZ 172.144 0.51

Agricultural/Grazing Seasonal/SAFDZ 352.838 2.86

Production Forest 982.066 1.22

Protection Forest 473.840 8.95

Mining 29.731 0.65

TOTAL 5,292.047 100

Commercial Land Use

30
 The Central Business District is strategically located amidst the concentration of

settlements. A major commercial area starts from the vicinity of the public market, bounded by

the national road going to Montalban and DaangbakalSt. At Barangay Guinangbayan II. This

commercial zone is a conglomeration of financial institutions, a public market,

restaurants/small eateries, retail stores and the like.

Another area, which may be considered as major commercial area, is within the

vicinity of Delos Santos St. corner Gen Luna St., in Barangay Ampid I. Other minor

commercial areas are located near the Producer’s Market at Barangay Banaba and in the corner

of Patiis& Gen Luna St., in Barangay Malanday.

Major Commercial Centers

Jollibee Hamburger McDonald's Hamburger Tropical Hut Hamburger

Pamantasanng San Mateo Mercury Drug Store

Industrial Land Use

31
 The industrial establishments found in San Mateo are classified as light to

medium industries. Welding shops/motor pool is the predominant industry found within the

municipality. Other industrial establishments are relatively small scale, e.g. leather craft and

kiskisan. More over agri-business establishments i.e., poultry & piggery do exist within the

municipality.

Institutional Land Use

Institutional Areas are devoted for institutional purposes, which include among

others, schools, hospitals/related health services, police/fire services and government

institutions. The elementary schools are more or less evenly distributed within the municipality

Agricultural Land Use

There is a remarkable decrease of agricultural lands in the municipality. At

present, rice lands on the western portion of the town diminish little by little. They are

reclassified nor developed to other uses. Tree crops are located on the rolling areas of the

municipality.

Open Grasslands

There is a marked decrease of grassland in the municipality. The grassland

located at the central section of the municipality was converted for the cultivation of rice. On

the other hand, the over-forested areas of the town are now grasslands.

Forest Lands

Are mere paths of the former forests, now occupying the eastern section of the

32
municipality. This area is part of the Marikina Watershed.

33
TAYTAY RIZAL

The Municipality of Taytay is a first class, densely populated municipality in

the province of Rizal, Philippines.] It is currently the second most populous municipality in the

country, after Cainta. Conurbated with Metro Manila, it is bounded by Cainta on the north, Pasig

City and Taguig City on the west, Antipolo City in the East and Angono on the South. It is

the "Woodworks and Garments Capital Of the Philippines". While economically,

demographically and politically qualified, plans to convert it into a city was set aside, pending

social and administrative reforms in the municipality.

Geography

It is situated in the province’s western portion, bounded by the grids 14° 34’ 24” north

latitude and 121° 07’ 48” east longitude. It shares boundaries with Cainta in the Northwest,

Antipolo in the North-northeast, Angono in the East-southeast and Taguig in the Southwest. The

34
municipality is sited to East of Pasig City and to the North of Laguna Lake. It has an area of

38.80 km² representing 3.3% of Rizal Province’s land area.

The shape of Taytay is rectangular – trapezoidal with gently hilly rolling terrain on its

eastern side while relatively flat on its southwestern side, including the poblacion. The

municipality’s highest elevation ranges from 200 to 255 meters which is situated along the inner

north-eastern hills of Barangay Dolores, alongside the Antipolo Boundary. Its lowest points are

from 5 to 20 meters along the southern portion of Barangay San Juan and Muzon towards

Laguna Lake.From Laguna de Bay, Pasig River runs between Taguig City, and Taytay, Rizal,

before entering Pasig City.

The Manggahan Floodway lessens flood conditions in Metro Manila by carrying flood

waters to Laguna de Bay, but contributes to flooding of the coastal areas of Taguig, Taytay, and

other towns in Laguna and Rizal along the lake.

The municipality is principally drained by southwest trending rivers such as Taytay

River, Panghulo River, and Napindan Channel, all of which empties into Laguna Lake. Taytay

River flows across Barangays Dolores and San Isidro and joins Antipolo River (present course of

Manggahan Floodway) as it passes through the southern end of Barangays Sta. Ana and San

Juan. Panghulo River snakes its way from upper Taytay across Barangay San Juan towards the

southern portion of Barangay Muzon. Napindan Channel crosses the southern boundaries of

Barangay Sta. Ana and San Juan as it empties into Laguna Lake. Bangiad Creek, found at the

southeastern limits of the municipality, flows southwest ward across Barangay Muzon, extending

toward Laguna Lake.

35
Location

Taytay is 12 kilometres (7.5 mi) away from Pasig City, the former provincial seat of

government of Rizal. It is accessible from various points from Metro Manila through the Ortigas

Extension Avenue, Manila East Road, Felix Avenue (formerly Imelda Avenue), A. Bonifacio

Avenue, Manggahan Floodway, and Sumulong Highway.

Barangays

Taytay is politically subdivided into five barangays. Its capital is Brgy. San Juan, is the

largest area in Taytay and the center of industry in the municipality.

Barangay Population Barangay Captain Land Area (ha.)

Dolores (Poblacion) 59,914 Allan De Leon 1,237

Muzon 23,837 Aniel "Bugloy" Cruz 341

San Isidro 36,450 Dante Cruz "DCF" Francisco 442

San Juan 88,321 Joseph Valera 1,490

Santa Ana 53,963 Joselito "Joey" Calderon 630

36
Power

The provision of efficient power services is the linchpin of productivity Any area that

envisions itself to modernize, to be more productive, and its product competitive needs to have

ample power supply to engine its growth and development.

It has been recorded that Taytay is the third largest user of power among the towns of

Rizal, which all have been energized and served the MERALCO. This makes Taytay a town with

sufficient power for domestic use. Added to this is the presence of a substation of the National

Power Corporation in Barangay Dolores.

Communications

Communication is another major and key infrastructure component. Its ample availability

in an area is one of the essential requisites for economic progress and social integration.

Currently, majority of the communication needs of the people of Taytay are being served

by the Philippine Long Distance Telephone Company (PLDT) with some availing of cellular

phone and paging services. The number of telephones of the town is far beyond the minimum of

one telephone line per 1000 residential population and also a single telephone line per 1500

population in industrial areas.

The town operates a telegraph services unit which issues an average of 116 transmissions

and 5,483 telegrams of all kinds per month.

Taytay can be reached by all radio and television stations, printed communications such

as newspapers and magazines are distributed from Metro Manila.

37
Economy

This town is known for its quality ready-made dresses and woodworks, earning

the title "Garments and Woodworks Capital of the Philippines." Today, various shops cluster in

Kalayaanpark every Friday or in Club Manila East Open Space every Saturday to take the

advantage of low-cost ready-made clothings.[15] Several multinational companies have also made

their presence here, which include SM Prime Holdings, Puregold Price Club Inc., Wilcon

Builders, Megaworld Constructions and several more. Woodworks continue to be a valuable

source of income among the residents of this town. Several carving shops continue to survive

despite the threats of cheaper imported products.

Taytay's local income surged to Php 501,779,646.00 in 2011, making it the

second richest municipality in the province after Cainta. The economy is in transitory period

from agricultural to a more pronounced commercial and industrial activities.

Products:

 Ready to wear clothes

 Doors, furniture, and other wood works

 Curtains

 Garments

Transportation

Taytay has an existing road network with a total length of 139.666 km. The two

main roads cutting through Taytay and serving as the main access from Metro Manila are Rizal

38
Avenue which leads to the Poblacion and the Central Business district of the town and the

Manila East Road connecting from Ortigas Avenue Extension which passes north and northeast

of the town center. The roads meet at a junction just off the location of the New Taytay Public

Market towards the adjacent town of Angono on its eastern boundary.

Before World War II, Taytay was also served by a railway system. Known as the

Antipolo Line, this railroad line passed through Santa Mesa, Mandaluyong, Pasig, and Cainta,

going all the way up to Antipolo near the HinulugangTaktak Falls. Apart from a street named

"Daangbakal" in Antipolo, no traces of this line presently survive especially in the Cainta and

Taytay areas where the railway tracks used to be as roads have been paved over them.

Today, the town's transport needs are served by tricycles, jeepneys, taxis, buses,

and AUV's, many of which serve to link the town to Metro Manila where many of the town's

citizens work and study.

39
Teresa-Rizal

Teresa is a second class municipality in the province of Rizal, Philippines. According to

the 2010 census, it has a population of 47,163 people. The municipality is named after Reyna

Teresabanta, the only femaledatu in precolonial Philippines.

It is situated in the slopes of the Sierra Madre Mountains and is landlocked on four

corners by Antipolo City on the north, Angonoon the west, Tanay, on the east, and Morong, on

the south.

40
 Most of the people here are Tagalogs. Teresa is primarily known for the nearby mountain

resorts, Villa Sampaguita Resort and Real Cove Resort (Formerly Sunrise Resort, Sunset Resort,

and Terra Villa Resort). Contrary to some articles, Teresa is actually a valley surrounded by

mountains. The town center is located almost at the center of the valley. In an aerial view of

Teresa, one would notice the previously vast expanse of agricultural land bordered by marble-

rich mountains.

The town is passed by motorists bounded for the more inland towns

of Morong, Baras, Tanay, Pililla, and Laguna and Quezon provinces.

Land uses (in hectares): Commercial (1.92), Residential (104.32), Agricultural (1183.35),

Protected areas (13,952.41), Industrial / Ecozone (710.69), Institutional (112.28), and Special /

Other uses (123.03).

The town's festivals are the TurumbasaMahalna Patron Santa Rosa (held every August

23), Anniversary celebration of town independence (every December 30), and Town fiesta

(every 1st Sunday of March).

Barangay

Teresa is politically subdivided into 9 barangays

 Bagumbayan

 Dalig

 Dulumbayan

 May-Iba

 Poblacion

41
 Prinza

 San Gabriel

 San Roque

 Calumpang Santo Cristo

As of the year 2010, there was a proposal to name the eastern section of the municipality as a

10th barangay (the area from the Marcos Highway towards General Nakar in Quezon Province).

However, the area is part of the disputed political claim among the municipalities of Teresa,

Baras, and Tanay.

Economy

Formerly, the predominant source of livelihood in Teresa is agriculture. But with the

opening of the Republic Cement Factory (Formerly FR Cement Factory), Teresa Marble

Corporation, and ABC Chemical Factory, members of the community have slowly shifted to

industry. More, the real estate boom in the 90s caused a surge in the population in Teresa with

the opening of the Carissa Homes East 1 (CHE-1 in Bagumbayan) & 2 (CHE-2 in San Gabriel

and Dalig) subdivisions and the La Hacienda, La Montagna and Palazzo Estates located at the

highlands of Barangay Bagumbayan.

Annual income is P 85,548,638.56 from manufacturing (cement, marble, limestone

quarrying), agro-industrial (piggery and poultry farms), and operation of economic enterprises

(public market, slaughter house, sukol spring resort, MRF).

42
Infrastructure

Basic facilities include 1 hospital, 10 clinics, and 1 public market.

Power is supplied by the Manila Electric Company. Water supply is through the

municipal Teresa Water District (TERWD) and Buhay Na Tubig Multi-Purpose Cooperative.

Educational institutions consist of 1 university and college, 8 high schools, and 12

elementary schools.

Map of the city and 3 municipalities

43
 CHAPTER 2

DESCRIPTION OF METHODOLOGIES USED IN ANALYSIS

Planning Process

Situation Definition

Situation Definition

Situation Definition

Situation Definition

Situation Definition

Situation Definition

44
Situation Definition

The first step in the planning process is situation definition, which involves all of the

activities required to understand the situation that gave rise to the perceived need for a

transportation improvement. In this phase. the basic factors that created the present situation are

described, and the scope of the system to be studied is delineated. The present system is analyzed

and its characteristics are described Information about the surrounding area, its people, and their

travel habits may be obtained. Previous reports and studies that may be relevant to the present

situation are reviewed and summarized. Both the scope of the study and the domain of the

system to be investigated are delineated.

Problem Definition

The purpose of this step is to describe the problem in terms of the objectives to be

accomplished by the project and to translate those objectives into criteria that can be quantified.

Objectives are statements of purpose, such as to reduce traffic congestion; to improve safety: to

maximize net highway-user benefits; and to reduce noise. Criteria are the measures of

effectiveness that can be used to quantify the extent to which a proposed transportation project

will achieve the stated objectives. For example, the objective ''to reduce traffic congestion" might

use "travel time" as the measure of effectiveness. The characteristics of an acceptable system

should be identified. and specific limitations and requirements should be noted. Also, any

pertinent standards and restrictions that the proposed transportation project must conform to

should be understood.

45
Search for Solutions

In this phase of the planning process, consideration is given to a variety of ideas, designs,

locations, and system configurations that might provide solutions to the problem. This is the

brainstorming stage, in which many options may be proposed for later testing and evaluation.

Alternatives can be proposed by any group or organization. In fact. the planning study may have

been originated to determine the feasibility of a particular project or idea. such as adding bike

lanes to reduce traffic volumes. The transportation engineer has a variety of options available in

any particular situation, and any or all may be considered in this idea-generating phase. Among

the options that might be used are different types of transportation technology or vehicles.

various system or network arrangements, and different methods of operation. This phase also

includes preliminary feasibility studies, which might narrow the range of choices to those that

appear most promising. Some data gathering, field testing, and cost estimating may be necessary

at this stage to determine the practicality and financial feasibility of the alternatives being

proposed.

Analysis of Performance

The purpose of performance analysis is to estimate how each of the proposed alternatives

would perform under present and future conditions. The criteria identified in the previous steps

are calculated for each transportation option. Included in this step is a determination of the

investment cost of building the transportation project, as well as annual costs for maintenance

and operation. This element also involves the use of mathematical models for estimating travel

demand. The number of persons or vehicles that will use the system is determined, and these

results, expressed in vehicles or persons/hour. serve as the basis for project design. Other

46
information about the use of the system (such as trip length, travel by time of day, and vehicle

occupancy) are also determined and used in calculating user benefits for various criteria or

measures of effectiveness. Environmental effects of the transportation project (such as noise and

air pollution levels and acres of land required) are estimated. These nonuser impacts are

calculated in situations where the transportation project could have significant impacts on the

community or as required by law.

Evaluation of Alternatives

The purpose of the evaluation phase is to determine how well each alternative will

achieve the objectives of the project as defined by the criteria. The performance data produced in

the analysis phase are used to compute the benefits and costs that will result if the project is

selected. In cases where the results cannot be reduced to a single monetary value, a weighted

ranking for each alternative might be produced and compared with other proposed projects. In

situations where there are many criteria, particularly in an environmental analysis, the results can

be shown in a cost-effectiveness matrix (for example, project cost versus number of homes

displaced) that will furnish a better understanding as to how each alternative performs for each of

the criteria and at what cost. The results can be plotted to provide a visual comparison of each

alternative and its performance.

Choice of Project

Project selection is made after considering all the factors involved. In a simple situation.

for example, where the project has been authorized and is in the design phase, a single criterion

(such as cost) might be used and the chosen project would be the one with the lowest cost. With

a more complex project, however, many factors have to be considered. and selection is based on

47
how the results are perceived by those involved in decision-making. If the project involves the

community, it may be necessary to hold additional public hearings. A bond issue or referendum

may be required.

It is possible that none of the alternatives will meet the criteria or standards, and

additional investigations will be necessary. The transportation engineer, who participates in the

planning process, may have developed a strong opinion as to which alternative to select. Such

bias could result in the early elimination of promising alternatives or the presentation to decision-

makers of inferior projects. if the engineer is acting professionally and ethically, he or she will

perform the task such that the appropriate information is provided to make an informed choice

and that every feasible alternative has been considered.

Specification and Construction

Once the transportation project has been selected, the project moves into a detailed design

phase in which each of the components of the facility is specified. For a transportation facility,

this involves its physical location. Geometric dimensions, and structural configuration. Design

plans are produced that can be used by contractors to estimate the cost of building the project.

When a construction firm is selected, these plans will be the basis on which the project will be

built.

48
 Trip Generation

Trip Generation is the first step in the conventional four-step transportation forecasting

process (followed by Destination Choice, Mode Choice, and Route Choice), widely used for

forecasting travel demands. It predicts the number of trips originating in or destined for a

particular traffic analysis zone.

Every trip has two ends, and we need to know where both of them are. The first part is

determining how many trips originate in a zone and the second part is how many trips are

destined for a zone. Because land use can be divided into two broad category (residential and

non-residential) we have models that are household based and non-household based (e.g. a

function of number of jobs or retail activity).

For the residential side of things, trip generation is thought of as a function of the social

and economic attributes of households (households and housing units are very similar measures,

but sometimes housing units have no households, and sometimes they contain multiple

households, clearly housing units are easier to measure, and those are often used instead for

models, it is important to be clear which assumption you are using).

At the level of the traffic analysis zone, the language is that of land uses "producing" or

attracting trips, where by assumption trips are "produced" by households and "attracted" to non-

households. Production and attractions differ from origins and destinations. Trips are produced

by households even when they are returning home (that is, when the household is a destination).

Again it is important to be clear what assumptions you are using.

49
 Trip Distribution

The second component (after trip generation, but before mode choice and route

assignment) in the traditional four-step transportation forecasting model. This step matches

tripmakers’ origins and destinations to develop a “trip table”, a matrix that displays the number

of trips going from each origin to each destination. Historically, this component has been the

least developed component of the transportation planning model.

Table: Illustrative trip table

Origin \ Destination 1 2 3 Z

1 T11 T12 T13 T1Z

2 T21

3 T31

Z TZ1 TZZ

Where: T ij = trips from origin i to destination j. Note that the practical value of trips on the

diagonal, e.g. from zone 1 to zone 1, is zero since no intra-zonal trip occurs.

Work trip distribution is the way that travel demand models understand how people take jobs.

There are trip distribution models for other (non-work) activities, which follow the same

structure.

Over the years, modelers have used several different formulations of trip distribution. The first

was the Fratar or Growth model (which did not differentiate trips by purpose). This structure

50
extrapolated a base year trip table to the future based on growth, but took no account of changing

spatial accessibility due to increased supply or changes in travel patterns and congestion. (Simple

Growth factor model, Furness Model and Detroit model are models developed at the same time

period)

The next models developed were the gravity model and the intervening opportunities model. The

most widely used formulation is still the gravity model.

While studying traffic in Baltimore, Maryland, Alan Voorhees developed a mathematical

formula to predict traffic patterns based on land use. This formula has been instrumental in the

design of numerous transportation and public works projects around the world. He wrote "A

General Theory of Traffic Movement," (Voorhees, 1956) which applied the gravity model to trip

distribution, which translates trips generated in an area to a matrix that identifies the number of

trips from each origin to each destination, which can then be loaded onto the network.

Evaluation of several model forms in the 1960s concluded that "the gravity model and

intervening opportunity model proved of about equal reliability and utility in simulating the 1948

and 1955 trip distribution for Washington, D.C." (Heanue and Pyers 1966). The Fratar model

was shown to have weakness in areas experiencing land use changes. As comparisons between

the models showed that either could be calibrated equally well to match observed conditions,

because of computational ease, gravity models became more widely spread than intervening

opportunities models. Some theoretical problems with the intervening opportunities model were

discussed by Whitaker and West (1968) concerning its inability to account for all trips generated

in a zone which makes it more difficult to calibrate, although techniques for dealing with the

limitations have been developed by Ruiter (1967).

51
The first technique developed to model zonal interchange involves a model such as this:

where:

 : trips from i to j.

 : trips from i, as per our generation analysis

 : trips attracted to j, as per our generation analysis

 : travel cost friction factor, say =

 : Calibration parameter

Zone i generates T i trips; how many will go to zone j? That depends on the attractiveness of j

compared to the attractiveness of all places; attractiveness is tempered by the distance a zone is

from zone i. We compute the fraction comparing j to all places and multiply T ;i by it.

The rule is often of a gravity form:

where:

 : populations of i and j

 : parameters

52
But in the zonal interchange mode, we use numbers related to trip origins (T ;i) and trip

destinations (T ;j) rather than populations.

There are lots of model forms because we may use weights and special calibration parameters,

e.g., one could write say:

or

where:

 a, b, c, d are parameters

 : travel cost (e.g. distance, money, time)

 : inbound trips, destinations

 : outbound trips, origin

53
 Mode Choice

Mode choice is that aspect of the demand analysis process that determines the number (or

percentage) of trips between zones that are made by automobile and by transit The selection of

one mode or another is a complex process that depends on factors such as the travelers income,

the availability of transit service or auto ownership. and the relative advantages of each mode in

terms of travel time. cost, comfort, convenience, and safety. Mode choice models attempt to

replicate the relevant characteristics of the traveler. the transportation system, and the trip itself,

such that a realistic estimate of the number of trips by each mode for each zonal pair is obtained.

A discussion of the many mode choice models is beyond the scope of this chapter, and the

interested student should refer to sources cited.

The choice of transport mode is one of the most important classic models in transport

planning. This is because of the key role played by public transport in policy making Public

Transport modes make use of road space more efficiently then private transport Also they have

more social benefits like if more people begin to use public transport, there will be less

congestion on the roads and the accident will be less again. in public transport, we can travel

with low cost. In addition, the fuel is used more efficiently main characteristics of public

transport is that they will have some particular schedule and frequency.

On the other hand, private transport is highly flexible. It provides more comfortable and

confident travel. It has better accessibility also

54
55
Types of Mode Choice Models

Since public transportation is a vital transportation component in urban areas, mode

choice calculations typically involve distinguishing trip interchanges as either auto or transit.

Depending on the level of detail required, three types of transit estimating procedures are used:

(1) direct generation of transit trips, (2) use of trip end models, and (3) trip interchange modal

split models.

Direct Generation Models

Transit trips can be generated directly, by estimating either total person trips or auto

driver trips. Figure below is a graph that illustrates the relationship between transit trips per day

per 1000 population and persons per acre versus auto ownership. As density of population

increases, it can be expected that transit riding will also increase for a given level of auto

ownership.

This method assumes that the attributes of the system are not relevant. Factors such as

travel time. cost. and convenience are not considered. These so-called "pretrip" distribution

models apply when transit service is poor and riders are "captive," or when transit service is

excellent and "choice" clearly favors transit. When highway and transit modes "compete" for

auto riders then system factors are considered.

Transit Trips/Day/1000 Population

0 autos/HH
600

400
1 auto/HH

200 56

0
Trip End Models

To determine the percentage of total person or auto trips that will use transit estimates are

made prior to the trip distribution phase based on land-use or socioeconomic characteristics of

the zone. This method does not incorporate the quality of service.

The procedure follows:

1. Generate total person trip productions and attractions by trip purpose

2. Compute the urban travel factor.

3. Determine the percentage of these trips by transit using a mode choice curve.

4. Apply auto occupancy factors.

5. Distribute transit and auto trips separately.

The mode choice model shown in Figure below is based on two factors: households per

auto and persons per square mile. The product of these variables is called the urban travel factor

(UTF). Percentage of travel by transit will increase in an S curve fashion as the UTF increases.

57
 100
Transit Mode Split (%)

75

50

25

0
10 20 30 40 50 60
1 ℎ𝑜𝑢𝑠𝑒ℎ𝑜𝑙𝑑 𝑝𝑒𝑟𝑠𝑜𝑛𝑠
𝑈𝑟𝑏𝑎𝑛 𝑇𝑟𝑎𝑣𝑒𝑙 𝐹𝑎𝑐𝑡𝑜𝑟 = ( 𝑥 )
1000 𝑎𝑢𝑡𝑜 𝑚𝑖 2

Trip Interchange Models

In this method, system level-of-service variables are considered, including relative travel

time. relative travel cost, economic status of the trip maker, and relative travel service. An

example of this procedure is illustrated using the QRS method which takes account of service

parameters in estimating mode choice. The QRS method is based on the following relationship.

Formula:

−b b
Iijt Iijt
MSa = −b −b
x 100 or b b
Iija + Iija Iija + Iija

MSa = (1 − MSa ) x 100

58
Where:

MSt = Proportion of trips between zone i and j using transit

MSa = Proportion of trips between zone i and j using auto

Iijm= A value referred to as the impedance of travel of mode m, between i and j, which is a

measure of the total cost of the trip. [Impedance = (in vehicle time min) + (2.5 X excess time

min) + (3 X trip cost. $ / income earned/min).]

b = An exponent, which depends on trip purpose

m = t for transit mode; a for auto mode

In-vehicle time is time spent traveling in the vehicle, and excess time is time spent

traveling but not in the vehicle, including waiting for the train or bus and walking to the station.

The impedance value is determined for each zone pair and represents a measure of the

expenditure required to make the trip by either auto or transit. The data required for estimating

mode choice include (1) distance between zones by auto and transit, (2) transit fare, (3) out-of-

pocket auto cost, (4) parking cost, (5) highway and transit speed, (6) exponent values, b, (7)

median income, and (8) excess time, which includes the time required to walk to a transit vehicle

and time waiting or transferring. Assume that the time worked per year is 120,000 min.

59
Logit Models

An alternative approach used in transportation demand analysis is to consider the relative

utility of each mode as a summation of each modal attribute Then the choice of a mode is

expressed as a probability distribution For example, assume that the utility of each mode is

Formula:

Ux = ∑ a i X i
i=1

Where

Ux = Utility of mode x

n = Number of attributes

Xi= Attribute value (time, cost, and so forth)

ai = Coefficient value for attributes i (negative, since the values are disutility)

If two modes, auto (A) and transit (T), are being considered, the probability of selecting

the auto mode A can be written as

100
% USING TRANSIT

50 60

0
 Formula:

eUA
P(A) = U
e A + eU r

% USING TRANSIT 100

50

This form is called the legit model, as illustrated in Figure and provides a convenient way

to compute mode choice. Choice models are utilized within the urban transportation planning

process, in transit marketing studies, and to directly estimate travel demand.

Borrowing Utility Functions from Other Sources

If a utility function such as that shown in equation is not available, then the coefficients for the

function either may be borrowed from another source or derived from survey data, To the extent

that the selection of a mode is governed by its in-vehicle travel time. out-of-vehicle travel time,

and cost, a utility function may be written as:

Utilityi= b (IV IT) + c (OVIT) + d (COST)

Where:

Utilityi = Utility function for mode i

61
IVIT = In-vehicle travel time (min)

OVIT = Out-of-vehicle travel time (min)

COST = Out-of-pocket cost (cents)

The following approach for calibrating the coefficients b. c. and d in Equation are based on

methods published in NCHRP Report 365.

*In-vehicle travel time (IVTT) has a coefficient of b = 0.025

*Out-of-vehicle travel time has a coefficient of c = 0.050 which reflects the observation

that time waiting for a vehicle is perceived to be twice as great as time spent inside a

moving vehicle

*Cost coefficient d is computed as follows:

Formula:

(b)(1248)
d=
(TVP)(AI)

Where

TVP = The ratio of (value of one hour travel time)/(hourly employment rate). In the absence of

other data TVP = 0.30

62
AI = The average annual regional household income, ($) 1248 is the factor that converts $/yr to

cents/min.

Modifying a Logit Model for Changes in Service Parameters

If the value of the IVTT, OVTT, or COST parameters has changed, then the new mode

share (P'i) can be calculated from the original mode share Pi and the change in the utility function

value as shown in Equation below. This property is useful because determination of (P'i ) does

not require knowledge of the mode specific constant ai. Since the a values cancel when

calculating Aui, the difference between utility functions values, Ui - new and Ui - old in

Equaiton below is the incremental logit model and can be applied if the mode is already in

service. The incremental logit model cannot be used for new modes where prior data to compute

(Pi) are unavailable.

Formula:

P e∆ui
i
P′ i =
∑i Pie∆ui

Where

P'i = Proportion using mode i after system changes

Pi = Proportion using mode i before system changes

∆ui = Difference in utility functions values, Ui — new - Ui -old

63
Calibrating Utility Functions with Survey Data

A second approach to determine utility function coefficients is to calibrate the

coefficients based on survey data using the method of maximum likelihood estimation. Software

packages such as SAS and ALOGIT are available that support maximum likelihood estimation

and replace manual procedures presented here.

Factors Influencing Choice of Mode:

Mode choice is that aspect of the demand analysis process that determines the number (or

percentage) of trips between zones that are made by automobile and by transit. The selection of

one mode or another is a complex process that depends on factors such as the traveler's income,

the availability of transit service or auto ownership, and the relative advantages of each mode in

terms of travel time, cost, comfort, convenience, and safety Mode choice models attempt to

replicate the relevant characteristics of the traveler, the transportation system, and the tnp itself,

such that a realistic estimate of the number of trips by each mode for each zonal pair is obtained.

A discussion of the many mode choice models is beyond the scope of this chapter, and the

interested student should refer to sources cited.

1) Charactenstics of the tnp makers

A Car availability and/or ownership

B Possessions of driver's license

C Household structure

D. Income

64
 E. Decision Needs

F. Residential Density

2) Characteristics of the Journey

A Trip Purpose

B. Time of day journey is undertaken

C. Late trips

3) Characteristics of the Transport Facility

A. Quantitative Factors

*Relative travel time

*Relative Momentary Cost

*Availability and Cost of Parking

B. Quantitative Factors

*Comfort and Convenience

*Reliability and Regularities

*Protection and Security

65
 CHAPTER 3

COMPUTATION USING THE DATA, INFORMATION AND METHODOLOGIES

Step 1 – Trip Generation

Survey of the City and three (3) municipalities

City, Current Trip Rate Survey ( 7 persons )

House
Hold 1 2 3 4 5 6 7
Antipolo
City 1 2 2 2 4 5 6

Cainta-
Rizal 2 1 2 4 3 3 5

Taytay-
Rizal 1 2 3 5 4 4 3
Teresa-
Rizal 1 2 5 4 3 4 2
San
Mateo- 2 1 3 3 4 5 2
Rizal

Trip Rate Equation

Y = bx + a
Based on the written in previous pages;

Zone Place Number of Population Number of Households

1 Antipolo City 667,741 149,517

66
 2 Cainta 311,845 70,891
3 Taytay 288,956 64,160
4 Teresa 44,436 6,374
5 San Mateo 205,255 47,733

For the values of X’s

Number of Population 677,741 Population
X1 = Number of Household = 149,517 Household

Person
X1 = 4.35 ≅ 5 Household

Number of Population 311,845 Population

X2 = Number of Household = 70,891 Household

Person
X2 = 4.4 ≅ 4 Household

Number of Population 288,956 Population

X3 = Number of Household = 64,160 Household

Person
X3 = 4.5 ≅ 5 Household

Number of Population 44,436 Population

X4 = Number of Household = 6,374 Household

Person
X4 = 6.97 ≅ 7 Household

Number of Population 205,255 Population

X5 = Number of Household = 47,733 Household

Person
X5 = 4.3≅ 4 Household

For the value of B:

(𝑛)(∑𝑥𝑦)−(∑𝑥)(∑𝑦)
B= (𝑛)(∑𝑥 2 )−(∑𝑥)2
Where :

N = 4 X 7 = 28 Households

(𝑛)(∑𝑥𝑦)−(∑𝑥)(∑𝑦)
B= (𝑛)(∑𝑥 2 )−(∑𝑥)2

∑x = (4*1) + (4*2) + (4*3) + (4*4) + (4*5) + (4*6) + (4*7)

67
∑x = 112

∑𝑥 2 = (4*12 ) + (4*22 ) + (4*32 ) + (4*42 ) + (4*52 ) + (4*62 ) + (4*72 )

∑𝒙𝟐 = 560

∑y = 4 + 7 + 12 + 15 + 14 + 16 + 16

∑y = 84

∑xy =[(1*1)+(1*2)+ (1*1)+(1*1)] + [(2*2)+(2*1)+ (2*2)+(2*2)] + [(3*2)+(3 *2)+

(3*3)+(3*5)]+ [(4*2)+(4*4)+ (4*5)+(4*4)] + [(5*4)+(5*3)+ (5*4)+(5*3)] +
[(6*5)+(6*3)+ (6*4)+(6*4)] + [(7*6)+(7*5)+ (7*3)+(7*2)]

∑xy = 5 + 14 + 36 + 60 + 70 + 96 + 112

∑xy = 393

Therefore ,
(𝑛)(∑𝑥𝑦)−(∑𝑥)(∑𝑦)
B= (𝑛)(∑𝑥 2 )−(∑𝑥)2

(28)(393)−(112)(84)
B= (28)(560)−(112)2

B= 0.51

To determine a : use equation

∑𝑦 84 ∑𝑥 112
A = y – B(x) Where : y = = = 3; x== = =4
𝑛 28 𝑛 28

A = 3 – (0.51*4)

A = 0.96

Going back to the equation :

Y = bx + a

Y1 = bx + a

Y1 = (0.51)(5) + 0.96

Y1 = 3.51 Trips/Day/Hh

Y2 = bx + a

Y2 = (0.51)(4) + 0.96

68
Y2 = 3.0 Trips/Day/Hh

Y3 = bx + a

Y3 = (0.51)(5) + 0.96

Y3 = 3.51 Trips/Day/Hh

Y4 = bx + a

Y4 = (0.51)(7) + 0.96

Y4 = 4.53 Trips/Day/Hh

P1 = 3.51 (149, 517) P1 = 525 x 𝟏𝟎𝟑 Trips / Day

P2 = 3 (70,891) P2 = 213 x 𝟏𝟎𝟑 Trips / Day

P3 = 3.51 (64,160) P3 = 225 x 𝟏𝟎𝟑 Trips / Day

P4 = 4.53 (6,374) P4 = 29 x 𝟏𝟎𝟑 Trips / Day

69
Step 2 – Trip Distribution

TRIP MATRIX

PRODUCTION / ATTRACTION TABLE ( X𝟏𝟎𝟑 TRIPS / DAY)

ZONE 1 2 3 4 TOTAL
PRODUCTION 525 213 225 29 992
ATTRACTION 598 200 228 26 992

TRAVEL TIME MATRIX (MIN)

ZONE 1 2 3 4
1 1 4 3 1
2 7 2 6 3
3 2 2 3 6
4 1 5 4 1
5 4 2 5 4

70
 FRICTION FACTOR TABLE (F)

TRIAL FACTOR
1 50
2 45
3 40
4 60
5 57
6 35
7 30

TRIP MATRIX ( CURRENT )

ZONE 1 2 3 4 ∑P
1 𝑇1−1 𝑇1−2 𝑇1−3 𝑇1−4 525
2 𝑇2−1 𝑇2−2 𝑇2−3 𝑇2−4 213
3 𝑇3−1 𝑇3−2 𝑇3−3 𝑇3−4 225
4 𝑇4−1 𝑇4−2 𝑇4−3 𝑇4−4 29
∑A 424 316 210 42 992

424 ∗ 50
𝑇1−1 = 525 [ ] = 219.7
(424 ∗ 50) + (316 ∗ 60) + (210 ∗ 40) + (42 ∗ 50)

316 ∗ 60
𝑇1−2 = 525 [ ] = 196.49
(424 ∗ 50) + (316 ∗ 60) + (210 ∗ 40) + (42 ∗ 50)

210 ∗ 40
𝑇1−3 = 525 [ ] = 87.05
(424 ∗ 50) + (316 ∗ 60) + (210 ∗ 40) + (42 ∗ 50)

42 ∗ 50
𝑇1−4 = 525 [ ] = 21.76
(424 ∗ 50) + (316 ∗ 60) + (210 ∗ 40) + (42 ∗ 50)

424 ∗ 30
𝑇2−1 = 213 [ ] = 75.32
(424 ∗ 30) + (316 ∗ 45) + (210 ∗ 35) + (42 ∗ 40)

316 ∗ 45
𝑇2−2 = 213 [ ] = 84.21
(424 ∗ 30) + (316 ∗ 45) + (210 ∗ 35) + (42 ∗ 40)

71
 210 ∗ 35
𝑇2−3 = 213 [ ] = 43.52
(424 ∗ 30) + (316 ∗ 45) + (210 ∗ 35) + (42 ∗ 40)

42 ∗ 40
𝑇2−4 = 213 [ ] = 8.70
(424 ∗ 30) + (316 ∗ 45) + (210 ∗ 35) + (42 ∗ 40)

424 ∗ 45
𝑇3−1 = 225 [ ] = 77.35
(424 ∗ 45) + (316 ∗ 45) + (210 ∗ 40) + (42 ∗ 35)

316 ∗ 45
𝑇3−2 = 225 [ ] = 74.11
(424 ∗ 45) + (316 ∗ 45) + (210 ∗ 40) + (42 ∗ 35)

210 ∗ 40
𝑇3−3 = 225 [ ] = 43.78
(424 ∗ 45) + (316 ∗ 45) + (210 ∗ 40) + (42 ∗ 35)

42 ∗ 35
𝑇3−4 = 225 [ ] = 7.66
(424 ∗ 45) + (316 ∗ 45) + (210 ∗ 40) + (42 ∗ 35)

424 ∗ 50
𝑇4−1 = 29 [ ] = 11.4
(424 ∗ 50) + (316 ∗ 57) + (210 ∗ 60) + (42 ∗ 50)

316 ∗ 57
𝑇4−2 = 29 [ ] = 9.69
(424 ∗ 50) + (316 ∗ 57) + (210 ∗ 60) + (42 ∗ 50)

210 ∗ 60
𝑇4−3 = 29 [ ] = 6.78
(424 ∗ 50) + (316 ∗ 57) + (210 ∗ 60) + (42 ∗ 50)

42 ∗ 50
𝑇4−4 = 29 [ ] = 1.13
(424 ∗ 50) + (316 ∗ 57) + (210 ∗ 60) + (42 ∗ 50)

TRIP MATRIX

ZONE 1 2 3 4 ∑P
1 219.70 196.49 87.05 21.76 525
2 75.32 82.421 43.52 8.70 213
3 77.35 74.11 43.78 7.66 225
4 11.40 9.69 6.78 1.13 29
∑A 393.77 364.5 181.13 39.25 992
FAILED !!!

72
SOLUTION 2 :

383.77 ∗ 50
𝑇1−1 = 525 [ ] = 200
(383.77 ∗ 50) + (364.5 ∗ 60) + (181.13 ∗ 40) + (39.25 ∗ 50)

364.5 ∗ 60
𝑇1−2 = 525 [ ] = 229
(383.77 ∗ 50) + (364.5 ∗ 60) + (181.13 ∗ 40) + (39.25 ∗ 50)

181.13 ∗ 40
𝑇1−3 = 525 [ ] = 76
(383.77 ∗ 50) + (364.5 ∗ 60) + (181.13 ∗ 40) + (39.25 ∗ 50)

39.25 ∗ 50
𝑇1−4 = 525 [ ] = 20
(383.77 ∗ 50) + (364.5 ∗ 60) + (181.13 ∗ 40) + (39.25 ∗ 50)

383.77 ∗ 30
𝑇2−1 = 213 [ ] = 200
(383.77 ∗ 30) + (364.5 ∗ 45) + (181.13 ∗ 35) + (39.25 ∗ 40)

364.5 ∗ 45
𝑇2−2 = 213 [ ] = 98
(383.77 ∗ 30) + (364.5 ∗ 45) + (181.13 ∗ 35) + (39.25 ∗ 40)

181.13 ∗ 35
𝑇2−3 = 213 [ ] = 38
(383.77 ∗ 30) + (364.5 ∗ 45) + (181.13 ∗ 35) + (39.25 ∗ 40)

39.25 ∗ 30
𝑇2−4 = 213 [ ]=9
(383.77 ∗ 30) + (364.5 ∗ 45) + (181.13 ∗ 35) + (39.25 ∗ 40)

383.77 ∗ 45
𝑇3−1 = 225 [ ] = 92
(383.77 ∗ 45) + (364.5 ∗ 45) + (181.13 ∗ 40) + (39.25 ∗ 35)

364.5 ∗ 45
𝑇3−2 = 225 [ ] = 87
(383.77 ∗ 45) + (364.5 ∗ 45) + (181.13 ∗ 40) + (39.25 ∗ 35)

181.13 ∗ 40
𝑇3−3 = 225 [ ] = 39
(383.77 ∗ 45) + (364.5 ∗ 45) + (181.13 ∗ 40) + (39.25 ∗ 35)

39.25 ∗ 35
𝑇3−4 = 225 [ ]=7
(383.77 ∗ 45) + (364.5 ∗ 45) + (181.13 ∗ 40) + (39.25 ∗ 35)

383.77 ∗ 50
𝑇4−1 = 29 [ ]=8
(383.77 ∗ 50) + (364.5 ∗ 57) + (181.13 ∗ 60) + (39.25 ∗ 50)

364.5 ∗ 57
𝑇4−2 = 29 [ ] = 13
(383.77 ∗ 50) + (364.5 ∗ 57) + (181.13 ∗ 60) + (39.25 ∗ 50)

73
 181.13 ∗ 60
𝑇4−3 = 29 [ ]=7
(383.77 ∗ 50) + (364.5 ∗ 57) + (181.13 ∗ 60) + (39.25 ∗ 50)

39.25 ∗ 50
𝑇4−4 = 29 [ ]=1
(383.77 ∗ 50) + (364.5 ∗ 57) + (181.13 ∗ 60) + (39.25 ∗ 50)

TRIP MATRIX

ZONE 1 2 3 4 ∑P
1 200 229 76 20 525
2 68 98 38 9 213
3 92 87 39 7 225
4 8 13 7 1 29
∑A 368 427 160 37 992
PASSED !!

Step 3 – Mode Choice

MULTINOMIAL LOGIT MODEL METHOD:

−𝛽𝑖𝑗
(𝑇𝑖𝑗 )(𝑒 )
Tij(total) = −𝐵𝑖𝑗
∑𝑒

74
Given:
MODE tijr tijw tijt Fij 𝛟j
Car 30 ─ ─ 18 4
Jeep 20 50 3 6 ─
Bus 12 10 2 4 ─
an 0.03 0.04 0.06 0.10 0.10

ZONE 1 2 3 4 ∑P
1 200 229 76 20 525
2 68 98 38 9 213
3 92 87 39 7 225
4 8 13 7 1 29
∑A 368 427 160 37 992
PASSED !!
C11(CAR) = 0.03(20)+0.04(0)+0.06(0)+0.10(18)+0.010(4)

C11(CAR) = 2.80

C11(JEEP) = 0.03(30)+0.04(5)+0.06(3)+0.10(6)+0.10(0)

C11(JEEP) = 1.88

C11(BUS) = 0.03(12)+0.04(10)+0.06(2)+0.10(4)+0.10(0)

C11(BUS) = 1.28

𝑒−2.80
Ttotal(CAR) =(992)( )
𝑒−2.8 +𝑒−1.88 +𝑒−1.28
Ttotal(CAR) = 123 TRIPS/DAY

𝑒 −1.88
Ttotal(JEEP) = (992) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

Ttotal(JEEP) = 308 TRIPS/DAY

𝑒 −1.28
Ttotal(BUS) = (992) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

Ttotal(BUS) = 561 TRIPS/DAY

75
 𝑒−2.80
T11(CAR) =(200)( )
𝑒−2.8+𝑒−1.88+𝑒−1.28
T11(CAR) =25 TRIPS/DAY

𝑒 −1.88
T11(JEEP) = (200) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T11(JEEP) = 62 TRIPS/DAY

𝑒 −1.28
T11(BUS) = (200) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T11(BUS) = 113 TRIPS/DAY

𝑒−2.80
T12(CAR) =(229)( )
𝑒−2.8+𝑒−1.88+𝑒−1.28
T12(CAR) = 28 TRIPS/DAY

𝑒 −1.88
T12(JEEP) = (229) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T12(JEEP) = 71 TRIPS/DAY

𝑒 −1.28
T12(BUS) = (229) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T12(BUS) = 130 TRIPS/DAY

𝑒−2.80
T13(CAR) =(76)( )
𝑒−2.8+𝑒−1.88 +𝑒−1.28
T13(CAR) = 9 TRIPS/DAY

𝑒 −1.88
T13(JEEP) = (76) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

76
T13(JEEP) = 24 TRIPS/DAY

𝑒 −1.28
T13(BUS) = (76) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T13(BUS) = 43 TRIPS/DAY

𝑒−2.80
T14(CAR) =(20)( )
𝑒−2.8+𝑒−1.88 +𝑒−1.28
T14(CAR) = 2 TRIPS/DAY

𝑒 −1.88
T14(JEEP) = (20) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T14(JEEP) = 6 TRIPS/DAY

𝑒 −1.28
T14(BUS) = (20) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T14(BUS) = 11 TRIPS/DAY

𝑒−2.80
T21(CAR) =(68)( )
𝑒−2.8+𝑒−1.88 +𝑒−1.28
T21(CAR) = 8 TRIPS/DAY

𝑒 −1.88
T21(JEEP) = (68) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T21(JEEP) = 21 TRIPS/DAY

𝑒 −1.28
T21(BUS) = (68) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T21(BUS) = 38 TRIPS/DAY

77
 𝑒−2.80
T22(CAR) =(98)( )
𝑒−2.8+𝑒−1.88 +𝑒−1.28
T22(CAR) = 12 TRIPS/DAY

𝑒 −1.88
T22(JEEP) = (98) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T22(JEEP) = 30 TRIPS/DAY

𝑒 −1.28
T22(BUS) = (98) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T22(BUS) = 55 TRIPS/DAY

𝑒−2.80
T23(CAR) =(38)( −2.8 −1.88 −1.28)
𝑒 +𝑒 +𝑒
T23(CAR) = 5 TRIPS/DAY

𝑒 −1.88
T23(JEEP) = (38) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T23(JEEP) = 12 TRIPS/DAY

𝑒 −1.28
T23(BUS) = (38) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T23(BUS) = 22 TRIPS/DAY

𝑒−2.80
T24(CAR) =(9)( )
𝑒−2.8 +𝑒−1.88 +𝑒−1.28
T24(CAR) = 1 TRIPS/DAY

𝑒 −1.88
T24(JEEP) = (9) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T24(JEEP) = 3 TRIPS/DAY

78
 𝑒 −1.28
T24(BUS) = (9) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T24(BUS) = 5 TRIPS/DAY

𝑒−2.80
T31(CAR) =(92)( )
𝑒−2.8+𝑒−1.88 +𝑒−1.28
T31(CAR) = 11 TRIPS/DAY

𝑒 −1.88
T31(JEEP) = (92) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T31(JEEP) = 29 TRIPS/DAY

𝑒 −1.28
T31(BUS) = (92) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T31(BUS) = 52 TRIPS/DAY

𝑒−2.80
T32(CAR) =(87)( )
𝑒−2.8+𝑒−1.88 +𝑒−1.28
T32(CAR) = 11 TRIPS/DAY

𝑒 −1.88
T32(JEEP) = (87) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T32(JEEP) = 27 TRIPS/DAY

𝑒 −1.28
T32(BUS) = (87) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T32(BUS) = 49 TRIPS/DAY

𝑒−2.80
T33(CAR) =(39)( )
𝑒−2.8+𝑒−1.88 +𝑒−1.28

79
T33(CAR) = 5 TRIPS/DAY

𝑒 −1.88
T33(JEEP) = (39) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T33(JEEP) = 12 TRIPS/DAY

𝑒 −1.28
T33(BUS) = (39) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T33(BUS) = 22 TRIPS/DAY

𝑒−2.80
T34(CAR) =(7)( )
𝑒−2.8 +𝑒−1.88 +𝑒−1.28
T34(CAR) = 1 TRIPS/DAY

𝑒 −1.88
T34(JEEP) = (7) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T34(JEEP) = 2 TRIPS/DAY

𝑒 −1.28
T34(BUS) = (7) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T34(BUS) = 4 TRIPS/DAY

𝑒−2.80
T41(CAR) =(8)( )
𝑒−2.8 +𝑒−1.88 +𝑒−1.28
T41(CAR) = 1 TRIPS/DAY

𝑒 −1.88
T41(JEEP) = (8) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T41(JEEP) = 2 TRIPS/DAY

80
 𝑒 −1.28
T41(BUS) = (8) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T41(BUS) = 5 TRIPS/DAY

𝑒−2.80
T42(CAR) =(13)( )
𝑒−2.8+𝑒−1.88 +𝑒−1.28
T42(CAR) = 2 TRIPS/DAY

𝑒 −1.88
T42(JEEP) = (13) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T42(JEEP) = 4 TRIPS/DAY

𝑒 −1.28
T42(BUS) = (13) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T42(BUS) = 7 TRIPS/DAY

𝑒−2.80
T43(CAR) =(7)( )
𝑒−2.8 +𝑒−1.88 +𝑒−1.28
T43(CAR) = 1 TRIPS/DAY

𝑒 −1.88
T43(JEEP) = (7) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T43(JEEP) = 2 TRIPS/DAY

𝑒 −1.28
T43(BUS) = (7) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T43(BUS) = 4 TRIPS/DAY

𝑒−2.80
T44(CAR) =(1)( )
𝑒−2.8 +𝑒−1.88 +𝑒−1.28

81
T44(CAR) = 0 TRIPS/DAY

𝑒 −1.88
T44(JEEP) = (1) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T44(JEEP) = 0 TRIPS/DAY

𝑒 −1.28
T44(BUS) = (1) ( )
𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

T44(BUS) = 1 TRIPS/DAY

Step 4 – Traffic Assignment

1) Average Annual Daily Traffic

For Antipolo City (Zone 1)

Given:

No. of vehicles in a year = 300,000 Vehicles

300,00 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
AADT = 365 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AADT = 𝟖𝟐𝟐 𝒅𝒂𝒚

For Cainta-Rizal (Zone 2)

Given:

No. of vehicles in a year = 200,000 Vehicles

200,00 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
AADT = 365 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AADT = 𝟓𝟒𝟖 𝒅𝒂𝒚

For Taytay-Rizal City (Zone 3)

Given:

No. of vehicles in a year = 160,000 Vehicles

82
 160,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
AADT = 365 𝑑𝑎𝑦𝑠

𝒗𝒆𝐡𝒊𝒄𝒍𝒆𝒔
AADT = 𝟒𝟑𝟗 𝒅𝒂𝒚

For Teresa-Rizal (Zone 4)

Given:

No. of vehicles in a year = 90,000 Vehicles

300,00 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
AADT = 365 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AADT = 𝟐𝟒𝟕 𝒅𝒂𝒚

For San Mateo-Rizal (Zone 5)

Given:

No. of vehicles in a year = 140,000 Vehicles

140,00 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
AADT = 365 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AADT = 𝟑𝟖𝟒 𝒅𝒂𝒚

2) Average Annual Weekly Traffic (AAWT)

For Antipolo City (Zone 1)

Given:

No. of vehilces in a year = 200,000 vehicles

Weekdays = 5 days/week

Regular number of days without considering weekends = 260 Days

200,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
AAWT = 260 𝑑𝑎𝑦𝑠

83
 𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AAWT = 769 𝒅𝒂𝒚

For Cainta-Rizal (Zone 2)

Given:

No. of version in a year = 100,000 vehicles

Weekdays = 5 days/week

Regular number of days without considering weekends = 260 Days

100,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
AAWT = 260 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AAWT = 385 𝒅𝒂𝐲

For Taytay-Rizal (Zone 3)

Given:

No. of version in a year = 60,000 vehicles

Weekdays = 5 days/week

Regular number of days without considering weekends = 260 Days

60,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
AAWT = 260 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AAWT = 231 𝒅𝒂𝒚

For Teresa-Rizal (Zone 4)

Given:

No. of version in a year = 35,000 vehicles

Weekdays = 5 days/week

Regular number of days without considering weekends = 260 Days

84
 35,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
AAWT = 260 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AAWT = 135 𝒅𝒂𝒚

For San Mateo-Rizal (Zone 5)

Given:

No. of version in a year = 50,000 vehicles

Weekdays = 5 days/week

Regular number of days without considering weekends = 260 Days

50,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
AAWT = 260 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AAWT = 192 𝒅𝒂𝒚

3) Average Daily Traffic (ADT)

Regular Year

January = 31 days

February = 28 days

March = 31 days

April = 30 days

May = 31 days

June = 30 days

Total = 181 Days

For Antipolo City (Zone 1)

Given:

85
No. of vehicles in a half year (6months) = 150,000 vehicles
150,000 vehicles
ADT = 181 days

𝐯𝐞𝐡𝐢𝐜𝐥𝐞𝐬
ADT = 829 𝐝𝐚𝐲

For Cainta-Rizal (Zone 2)

Given:

No. of vehicles in a half year (6months) = 100,000 vehicles

100,000 vehicles
ADT = 181 days

𝐯𝐞𝐡𝐢𝐜𝐥𝐞𝐬
ADT = 553 𝐝𝐚𝐲

For Taytay-Rizal (Zone 3)

Given:

No. of vehicles in a half year (6months) = 80,000 vehicles

80,000 vehicles
ADT = 181 days

𝐯𝐞𝐡𝐢𝐜𝐥𝐞𝐬
ADT = 442 𝐝𝐚𝐲

For Teresa-Rizal (Zone 4)

Given:

No. of vehicles in a half year (6months) = 45,000 vehicles

45,000 vehicles
ADT = 181 days

𝐯𝐞𝐡𝐢𝐜𝐥𝐞𝐬
ADT = 249 𝐝𝐚𝐲

86
For San Mateo-Rizal (Zone 5)

Given:

No. of vehicles in a half year (6months) = 65,000 vehicles

65,000 vehicles
ADT = 181 days

𝐯𝐞𝐡𝐢𝐜𝐥𝐞𝐬
ADT = 359 𝐝𝐚𝐲

4) Average Weekday Traffic (AWT)

Weekdays = 181 days – (8 days X 6 months) = 133 days

For Anipolo City (Zone 1)

Given:

No. of vehicles in a half year (6 months) = 110,000 vehicles

110,000 vehices
AWT = 133 days

𝐯𝐞𝐡𝐢𝐜𝐥𝐞𝐬
AWT = 828
𝐝𝐚𝐲

For Cainta-Rizal (Zone 2)

Given:

No. of vehicles in a half year (6 months) = 73,000 vehicles

87
 73,000 vehices
AWT = 133 days

𝐯𝐞𝐡𝐢𝐜𝐥𝐞𝐬
AWT = 549 𝐝𝐚𝐲

For Taytay-Rizal (Zone 3)

Given:

No. of vehicles in a half year (6 months) = 58,400 vehicles

58,400 vehices
AWT = 133 days

𝐯𝐞𝐡𝐢𝐜𝐥𝐞𝐬
AWT = 440 𝐝𝐚𝐲

For Cainta-Rizal (Zone 4)

Given:

No. of vehicles in a half year (6 months) = 32,840 vehicles

32,840 vehices
AWT = 133 days

𝐯𝐞𝐡𝐢𝐜𝐥𝐞𝐬
AWT = 247 𝐝𝐚𝐲

For San Mateo-Rizal (Zone 5)

Given:

No. of vehicles in a half year (6 months) = 50,000 vehicles

50,000 vehices
AWT = 133 days

𝐯𝐞𝐡𝐢𝐜𝐥𝐞𝐬
AWT = 376 𝐝𝐚𝐲

88
 CHAPTER 4

PLANS

The following are recommendations for transportation planning:

•Multi-modal transportation planning should have integrated institutions, networks, stations, user

information, and fare payment systems.

• Consider a variety of transportation improvement options, including improvements to various

modes, and mobility management strategies such as pricing reforms and smart growth land use

policies consider various combinations of these options, such as public transport improvements

plus supportive mobility management strategies.

• Consider all significant impacts, including long-term, indirect and non-market impacts such as

equity and land use changes. This should at least include:

•Congestion •Pollution emissions

•Roadway costs •Equity impacts

•Parking costs •Physical fitness and health

89
 •Consumer costs •Land use development impacts

•Traffic accidents •Community livability

•Quality of access for non-drivers

•Energy consumption

• Impacts that cannot be quantified and monetized (measured in monetary values) should be

described.

• Multi-modal comparisons should be comprehensive and marginal, and should account for

factors such as transit system economies of scale and scope. • Special consideration should be

given to transport system connectivity, particularly connections between modes, such as the

quality of pedestrian and cycling access to transit stops and stations.

• Special consideration should be given to the quality of mobility options available to people who

are physically or economically disadvantaged, taking into account universal design (the ability of

transport systems to accommodate people with special needs such as wheelchair users and

people with wheeled luggage) and affordability.

• Indicate impacts with regard to strategic objectives, such as long-range land use and economic

development.

• Use comprehensive transportation models that consider multiple modes, generated traffic

impacts (the additional vehicle traffic caused by expansion of congested roadways), and the

effects of various mobility management strategies such as price changes, public transit service

quality improvements and land use changes.

90
• People involved in transportation decision-making (public officials, planning professionals and

community members) should live without using a personal automobile for at least two typical

weeks each year that involve normal travel activities (commuting, shopping, social events, etc.)

in order to experience the non-automobile transportation system

The process of transportation planning involves the elements of situation and problem

definition, search for solutions and performance analysis, as well as evaluation and choice of

project. The process is useful for describing the effects of a proposed transportation alternative

and for explaining the benefits to the traveler of a new transportation system and its impacts on

the community. The highway and traffic engineer is responsible for developing forecasts of

travel demand, conducting evaluations based on economic and noneconomic factors, and

identifying alternatives for short-, medium-, and long-range purposes.

91
 CHAPTER 5

TABLES / CHARTS / GRAPHS

DESIGN INPUT DATA:

Province: RIZAL

Region REGION IV-A Code 040000000

Province RIZAL Code 045800000

Registered Voters (2010): Income Classification:

1,256,486 1st Class

Municipalities and Cities

Population Land Area

Income District Registered
Name Code (as of May 1, (as of 2007,
(2013) Voters 1(2010)
Class
2010) in hectares)

92
1. ANGONO 045801000 1st 1st 65,460 102,407 2,622

2. CITY OF
045802000 1st 2LD 315,630 677,741 30,610
ANTIPOLO

3. BARAS 045803000 4th 2nd 19,127 32,609 8,493

4. BINANGON
045804000 1st 1st 126,981 249,872 6,634
AN

5. CAINTA 045805000 1st 1st 136,857 311,845 4,299

6. CARDONA 045806000 3rd 2nd 28,498 47,414 2,856

7. JALAJALA 045807000 4th 2nd 18,296 30,074 4,412

8. RODRIGUEZ
045808000 1st 2nd 139,017 280,904 17,265
(MONTALBAN)

9. MORONG 045809000 2nd 2nd 32,051 52,194 3,758

10. PILILLA 045810000 1st 2nd 31,733 59,527 6,995

11. SAN
045811000 1st 2nd 109,153 205,255 5,509
MATEO

12. TANAY 045812000 1st 2nd 53,163 98,879 20,000

93
13. TAYTAY 045813000 1st 1st 154,507 288,956 3,880

14. TERESA 045814000 2nd 2nd 26,013 47,163 1,861

ODE 040000000

PROVINCE RIZAL CODE 045800000

MUNICIPALITY / CITY CITY OF ANTIPOLO CODE

045802000

INCOME CALSSIFICATION 1ST CLASS REGISTERED VOTERS (2010) =

315,630

POPULATION AS OF MAY 1, 2010 = 677,741

DISTRICT = 2LD

BARANGAYS ( NUMBER = 16)

NAME CODE URBAN / RURAL POPULATION AS OF

(MAY 1, 2010)
CALAWIS 045802001 URBAN 4,252
CUPANG 045802002 URBAN 84,187
DELA PAZ (Pob.) 045802003 URBAN 61,281
MAYAMOT 045802004 URBAN 49,073
SAN ISIDRO (Pob.) 045802007 URBAN 57,446
SAN JOSE (Pob.) 045802008 URBAN 88,222
SAN ROQUE (Pob.) 045802009 URBAN 52,343
MAMBUGAN 045802010 URBAN 48,247
BAGONG NAYON 045802011 URBAN 45,152
BEVERLY HILLS 045802012 URBAN 1,590
DALIG 045802013 URBAN 45,805
INARAWAN 045802014 URBAN 18,026
SAN JUAN 045802015 URBAN 8,488
SAN LUIS 045802016 URBAN 48,780
SANTA CRUZ 045802017 URBAN 55,025
MUNTING DILAW 045802018 URBAN 9,824

94
SURVEY HOUSEHOLD PER MUNICIPALITIES

REGION REGION IV – A (CALABARZON) CODE 040000000

PROVINCE RIZAL CODE 045800000

MUNICIPALITY / CITY CAINTA CODE

045802000

INCOME CALSSIFICATION 1ST CLASS REGISTERED VOTERS (2010) =

136,857

POPULATION AS OF MAY 1, 2010 = 311, 845

DISTRICT = 1

BARANGAYS ( NUMBER = 7)

NAME CODE URBAN / RURAL POPULATION AS OF

(MAY 1, 2010)
SAN ANDRES (Pob.) 045805014 URBAN 93,453
SAN ISIDRO 045805015 URBAN 66,341
SAN JUAN 045805016 URBAN 96,144
SAN ROQUE 045805017 URBAN 8,230
SANTA ROSA 045805018 URBAN 1,598
SANTO NINO 045805019 URBAN 5,948
SANTO DOMINGO 045805020 URBAN 40,131

95
SURVEY HOUSEHOLD PER MUNICIPALITIES

REGION REGION IV – A (CALABARZON) CODE 040000000

PROVINCE RIZAL CODE

045800000

MUNICIPALITY / CITY TAYTAY CODE

045813000

INCOME CALSSIFICATION 1ST CLASS REGISTERED VOTERS (2010) =

154,507

POPULATION AS OF MAY 1, 2010 = 288,9563

DISTRICT = 1ST

BARANGAYS ( NUMBER = 5)

NAME CODE URBAN / RURAL POPULATION AS OF

(MAY 1, 2010)
DOLORES (Pob.) 045813001 URBAN 60,731
MUZON 045813002 URBAN 26,189
SAN ISIDRO 045813003 URBAN 35,790
SAN JUAN 045813004 URBAN 89,479
SANTA ANA 045813005 URBAN 76,767

96
Antipolo City

97
San Mateo Rizal

98
Cainta Rizal

99
Taytay Rizal

100
Teresa Rizal

101
 Appendix

Garber, Hoel. Traffic and Highway Engineering Fourth Edition. 2012 Cengage Learning Asia
Pte. Ltd

www.wikipedia.com

www.google.com

http://www.nscb.gov.ph

http://www.sanmateo.gov.ph/about_demographic_characteristics.html

http://www.antipolo.ph/

http://rizalprovince.ph/tourismtaytay.html

http://cainta.gov.ph/

http://teresarizal.gov.ph/

102