Transpo Project

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, highcost 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.

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Directing transportation system studies and undertaking economic and service analysis of infrastructure projects as an input to highway investment decisionmaking.

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Working towards the implementation of strategic initiatives that will enhance the safety, security, effectiveness, efficiency and sustainability of Manitoba’s transportation network.

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Leading the process of public/stakeholder consultations on transportation infrastructure planning.

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Ensuring the economic development, land use, social considerations and other issues are incorporated into the planning process.

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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. 4

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

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Jose Carigma 1920-1926

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Marcelino Santos 1927-1931

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PascualOliveros 1931-1944

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Manual Seranillo 1945-1946

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IsaiasTapales 1946-1964

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Francisco De Jesus 1964-1967

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Jose R. Oliveros 1968-1985

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Felix Marinas 1986-1988

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

Daniel Garcia 1988-1998

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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.

Barangay

Population

Population

Barangay (2010)

(2010) Santo Niño

5,948

Santo Domingo

40,131

Santa Rosa

1,598

San Roque

7,646

San Juan

96,144

San Isidro

66,341

San Andres (Pob.)

93,453

San Isidro

66,341

San Juan

96,144

San Roque

7,646

Santa Rosa

1,598

Santo Domingo

40,131

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 16

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” [KahUhn-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 17

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

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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.

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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.

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Valley Golf and Country Club - one of the two well-known golf courses in the province of Rizal aside from Eastridge in Binangonan, Rizal.

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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.

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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.

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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.

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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 pickup 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.

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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.

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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

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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.

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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.

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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

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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

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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

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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

Pamantasanng San Mateo

Mercury Drug Store

Industrial Land Use

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Tropical Hut Hamburger

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.

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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.

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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

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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.

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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.

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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 marblerich 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).

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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 decisionmakers 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 nonhouseholds. 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

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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

Transit Trips/Day/1000 Population

auto riders then system factors are considered.

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

Transit Mode Split (%)

100

75

50

25

0 10

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

60

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:

MSa =

−b Iijt −b −b Iija + Iija

x 100 or

b Iijt b b 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-ofpocket 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: n

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

% USING TRANSIT

the auto mode A can be written as

100 50 0

60

Formula:

% USING TRANSIT

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

100 50 0

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:

d=

(b)(1248) (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′ i =

P e∆ui 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

CaintaRizal

2

1

2

4

3

3

5

TaytayRizal

1

2

3

5

4

4

3

1

2

5

4

3

4

2

2

1

3

3

4

5

2

TeresaRizal San MateoRizal

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 3 4 5

Cainta Taytay Teresa San Mateo

311,845 288,956 44,436 205,255

For the values of X’s Number of Population

X1 = Number of Household = X1 = 4.35 ≅ 5

Person

Number of Population

70,891 Household

Household

Number of Population

288,956 Population 64,160 Household

Person Household

Number of Population

X4 = Number of Household = X4 = 6.97 ≅ 7

44,436 Population 6,374 Household

Person Household

Number of Population

X5 = Number of Household = X5 = 4.3≅ 4

311,845 Population

Person

X3 = Number of Household = X3 = 4.5 ≅ 5

149,517 Household

Household

X2 = Number of Household = X2 = 4.4 ≅ 4

677,741 Population

205,255 Population 47,733 Household

Person Household

For the value of B: B=

(𝑛)(∑𝑥𝑦)−(∑𝑥)(∑𝑦) (𝑛)(∑𝑥 2 )−(∑𝑥)2

Where : N = 4 X 7 = 28 Households

B=

(𝑛)(∑𝑥𝑦)−(∑𝑥)(∑𝑦) (𝑛)(∑𝑥 2 )−(∑𝑥)2

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

67

70,891 64,160 6,374 47,733

∑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 , B= B=

(𝑛)(∑𝑥𝑦)−(∑𝑥)(∑𝑦) (𝑛)(∑𝑥 2 )−(∑𝑥)2 (28)(393)−(112)(84) (28)(560)−(112)2

B= 0.51 To determine a : use equation A = y – B(x)

Where : y =

∑𝑦 𝑛

=

84

= 3; 28

x==

∑𝑥 𝑛

=

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

112 28

=4

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) P2 = 3 (70,891)

P1 = 525 x 𝟏𝟎𝟑 Trips / Day 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 PRODUCTION ATTRACTION

1 525 598

2 213 200

3 225 228

4 29 26

TOTAL 992 992

TRAVEL TIME MATRIX (MIN) ZONE 1 2 3 4 5

1 1 7 2 1 4

2 4 2 2 5 2

70

3 3 6 3 4 5

4 1 3 6 1 4

FRICTION FACTOR TABLE (F)

FACTOR 50 45 40 60 57 35 30

TRIAL 1 2 3 4 5 6 7

TRIP MATRIX ( CURRENT ) 1 𝑇1−1 𝑇2−1 𝑇3−1 𝑇4−1 424

ZONE 1 2 3 4 ∑A

2 𝑇1−2 𝑇2−2 𝑇3−2 𝑇4−2 316

3 𝑇1−3 𝑇2−3 𝑇3−3 𝑇4−3 210

4 𝑇1−4 𝑇2−4 𝑇3−4 𝑇4−4 42

424 ∗ 50 ] = 219.7 (424 ∗ 50) + (316 ∗ 60) + (210 ∗ 40) + (42 ∗ 50)

𝑇1−1 = 525 [

316 ∗ 60 ] = 196.49 (424 ∗ 50) + (316 ∗ 60) + (210 ∗ 40) + (42 ∗ 50)

𝑇1−2 = 525 [

210 ∗ 40 ] = 87.05 (424 ∗ 50) + (316 ∗ 60) + (210 ∗ 40) + (42 ∗ 50)

𝑇1−3 = 525 [

𝑇1−4 = 525 [

42 ∗ 50 ] = 21.76 (424 ∗ 50) + (316 ∗ 60) + (210 ∗ 40) + (42 ∗ 50)

𝑇2−1 = 213 [

424 ∗ 30 ] = 75.32 (424 ∗ 30) + (316 ∗ 45) + (210 ∗ 35) + (42 ∗ 40)

𝑇2−2 = 213 [

316 ∗ 45 ] = 84.21 (424 ∗ 30) + (316 ∗ 45) + (210 ∗ 35) + (42 ∗ 40)

71

∑P 525 213 225 29 992

𝑇2−3 = 213 [

210 ∗ 35 ] = 43.52 (424 ∗ 30) + (316 ∗ 45) + (210 ∗ 35) + (42 ∗ 40)

𝑇2−4 = 213 [

42 ∗ 40 ] = 8.70 (424 ∗ 30) + (316 ∗ 45) + (210 ∗ 35) + (42 ∗ 40)

𝑇3−1 = 225 [

424 ∗ 45 ] = 77.35 (424 ∗ 45) + (316 ∗ 45) + (210 ∗ 40) + (42 ∗ 35)

𝑇3−2 = 225 [

316 ∗ 45 ] = 74.11 (424 ∗ 45) + (316 ∗ 45) + (210 ∗ 40) + (42 ∗ 35)

𝑇3−3 = 225 [

210 ∗ 40 ] = 43.78 (424 ∗ 45) + (316 ∗ 45) + (210 ∗ 40) + (42 ∗ 35)

𝑇3−4 = 225 [

42 ∗ 35 ] = 7.66 (424 ∗ 45) + (316 ∗ 45) + (210 ∗ 40) + (42 ∗ 35)

𝑇4−1 = 29 [

424 ∗ 50 ] = 11.4 (424 ∗ 50) + (316 ∗ 57) + (210 ∗ 60) + (42 ∗ 50)

𝑇4−2 = 29 [

316 ∗ 57 ] = 9.69 (424 ∗ 50) + (316 ∗ 57) + (210 ∗ 60) + (42 ∗ 50)

𝑇4−3 = 29 [

210 ∗ 60 ] = 6.78 (424 ∗ 50) + (316 ∗ 57) + (210 ∗ 60) + (42 ∗ 50)

𝑇4−4 = 29 [

42 ∗ 50 ] = 1.13 (424 ∗ 50) + (316 ∗ 57) + (210 ∗ 60) + (42 ∗ 50)

TRIP MATRIX ZONE 1 2 3 4 ∑A

1 219.70 75.32 77.35 11.40 393.77

2 196.49 82.421 74.11 9.69 364.5 FAILED !!!

3 87.05 43.52 43.78 6.78 181.13

72

4 21.76 8.70 7.66 1.13 39.25

∑P 525 213 225 29 992

SOLUTION 2 : 𝑇1−1 = 525 [

383.77 ∗ 50 ] = 200 (383.77 ∗ 50) + (364.5 ∗ 60) + (181.13 ∗ 40) + (39.25 ∗ 50)

𝑇1−2 = 525 [

364.5 ∗ 60 ] = 229 (383.77 ∗ 50) + (364.5 ∗ 60) + (181.13 ∗ 40) + (39.25 ∗ 50)

𝑇1−3 = 525 [

181.13 ∗ 40 ] = 76 (383.77 ∗ 50) + (364.5 ∗ 60) + (181.13 ∗ 40) + (39.25 ∗ 50)

𝑇1−4 = 525 [

39.25 ∗ 50 ] = 20 (383.77 ∗ 50) + (364.5 ∗ 60) + (181.13 ∗ 40) + (39.25 ∗ 50)

𝑇2−1 = 213 [

383.77 ∗ 30 ] = 200 (383.77 ∗ 30) + (364.5 ∗ 45) + (181.13 ∗ 35) + (39.25 ∗ 40)

𝑇2−2 = 213 [

364.5 ∗ 45 ] = 98 (383.77 ∗ 30) + (364.5 ∗ 45) + (181.13 ∗ 35) + (39.25 ∗ 40)

𝑇2−3 = 213 [

181.13 ∗ 35 ] = 38 (383.77 ∗ 30) + (364.5 ∗ 45) + (181.13 ∗ 35) + (39.25 ∗ 40)

𝑇2−4 = 213 [

39.25 ∗ 30 ]=9 (383.77 ∗ 30) + (364.5 ∗ 45) + (181.13 ∗ 35) + (39.25 ∗ 40)

𝑇3−1 = 225 [

383.77 ∗ 45 ] = 92 (383.77 ∗ 45) + (364.5 ∗ 45) + (181.13 ∗ 40) + (39.25 ∗ 35)

𝑇3−2 = 225 [

364.5 ∗ 45 ] = 87 (383.77 ∗ 45) + (364.5 ∗ 45) + (181.13 ∗ 40) + (39.25 ∗ 35)

𝑇3−3 = 225 [

181.13 ∗ 40 ] = 39 (383.77 ∗ 45) + (364.5 ∗ 45) + (181.13 ∗ 40) + (39.25 ∗ 35)

𝑇3−4 = 225 [

39.25 ∗ 35 ]=7 (383.77 ∗ 45) + (364.5 ∗ 45) + (181.13 ∗ 40) + (39.25 ∗ 35)

𝑇4−1 = 29 [

383.77 ∗ 50 ]=8 (383.77 ∗ 50) + (364.5 ∗ 57) + (181.13 ∗ 60) + (39.25 ∗ 50)

𝑇4−2 = 29 [

364.5 ∗ 57 ] = 13 (383.77 ∗ 50) + (364.5 ∗ 57) + (181.13 ∗ 60) + (39.25 ∗ 50) 73

𝑇4−3 = 29 [

181.13 ∗ 60 ]=7 (383.77 ∗ 50) + (364.5 ∗ 57) + (181.13 ∗ 60) + (39.25 ∗ 50)

𝑇4−4 = 29 [

39.25 ∗ 50 ]=1 (383.77 ∗ 50) + (364.5 ∗ 57) + (181.13 ∗ 60) + (39.25 ∗ 50)

TRIP MATRIX ZONE 1 2 3 4 ∑A

1 200 68 92 8 368

2 229 98 87 13 427

3 76 38 39 7 160 PASSED !!

Step 3 – Mode Choice

MULTINOMIAL LOGIT MODEL METHOD:

Tij(total) =

(𝑇𝑖𝑗 )(𝑒 ∑𝑒

−𝛽𝑖𝑗 )

−𝐵𝑖𝑗

74

4 20 9 7 1 37

∑P 525 213 225 29 992

Given:

ZONE 1 2 3 4 ∑A

MODE

tijr

tijw

tijt

Fij

𝛟j

Car Jeep Bus an

30 20 12 0.03

─ 50 10 0.04

─ 3 2 0.06

18 6 4 0.10

4 ─ ─ 0.10

1 200 68 92 8 368

2 229 98 87 13 427

3 76 38 39 7 160 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

Ttotal(CAR) =(992)(

𝑒−2.80 ) 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 Ttotal(BUS) = (992) (

𝑒 −1.28 𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

)

Ttotal(BUS) = 561 TRIPS/DAY 75

4 20 9 7 1 37

∑P 525 213 225 29 992

T11(CAR) =(200)(

𝑒−2.80 ) 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

T12(CAR) =(229)(

𝑒−2.80 ) 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 T12(BUS) = (229) (

𝑒 −1.28

𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

)

T12(BUS) = 130 TRIPS/DAY

T13(CAR) =(76)(

𝑒−2.80 ) 𝑒−2.8+𝑒−1.88 +𝑒−1.28

T13(CAR) = 9 TRIPS/DAY T13(JEEP) = (76) (

𝑒 −1.88 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

T14(CAR) =(20)(

𝑒−2.80 ) 𝑒−2.8+𝑒−1.88 +𝑒−1.28

T14(CAR) = 2 TRIPS/DAY T14(JEEP) = (20) (

𝑒 −1.88 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

T21(CAR) =(68)(

𝑒−2.80 ) 𝑒−2.8+𝑒−1.88 +𝑒−1.28

T21(CAR) = 8 TRIPS/DAY T21(JEEP) = (68) (

𝑒 −1.88 𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

)

T21(JEEP) = 21 TRIPS/DAY T21(BUS) = (68) (

𝑒 −1.28

𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

)

T21(BUS) = 38 TRIPS/DAY

77

T22(CAR) =(98)(

𝑒−2.80 ) 𝑒−2.8+𝑒−1.88 +𝑒−1.28

T22(CAR) = 12 TRIPS/DAY T22(JEEP) = (98) (

𝑒 −1.88 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 T23(JEEP) = (38) (

𝑒 −1.88 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

T24(CAR) =(9)(

𝑒−2.80 ) 𝑒−2.8 +𝑒−1.88 +𝑒−1.28

T24(CAR) = 1 TRIPS/DAY T24(JEEP) = (9) (

𝑒 −1.88

𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

)

T24(JEEP) = 3 TRIPS/DAY

78

T24(BUS) = (9) (

𝑒 −1.28 𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

)

T24(BUS) = 5 TRIPS/DAY

T31(CAR) =(92)(

𝑒−2.80 ) 𝑒−2.8+𝑒−1.88 +𝑒−1.28

T31(CAR) = 11 TRIPS/DAY T31(JEEP) = (92) (

𝑒 −1.88 𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

)

T31(JEEP) = 29 TRIPS/DAY T31(BUS) = (92) (

𝑒 −1.28

𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

)

T31(BUS) = 52 TRIPS/DAY

T32(CAR) =(87)(

𝑒−2.80 ) 𝑒−2.8+𝑒−1.88 +𝑒−1.28

T32(CAR) = 11 TRIPS/DAY T32(JEEP) = (87) (

𝑒 −1.88 𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

)

T32(JEEP) = 27 TRIPS/DAY T32(BUS) = (87) (

𝑒 −1.28

𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

)

T32(BUS) = 49 TRIPS/DAY

T33(CAR) =(39)(

𝑒−2.80 ) 𝑒−2.8+𝑒−1.88 +𝑒−1.28 79

T33(CAR) = 5 TRIPS/DAY T33(JEEP) = (39) (

𝑒 −1.88 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

T34(CAR) =(7)(

𝑒−2.80 ) 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 T34(BUS) = (7) (

𝑒 −1.28 𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

)

T34(BUS) = 4 TRIPS/DAY

T41(CAR) =(8)(

𝑒−2.80 ) 𝑒−2.8 +𝑒−1.88 +𝑒−1.28

T41(CAR) = 1 TRIPS/DAY T41(JEEP) = (8) (

𝑒 −1.88

𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

)

T41(JEEP) = 2 TRIPS/DAY

80

T41(BUS) = (8) (

𝑒 −1.28 𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

)

T41(BUS) = 5 TRIPS/DAY

T42(CAR) =(13)(

𝑒−2.80 ) 𝑒−2.8+𝑒−1.88 +𝑒−1.28

T42(CAR) = 2 TRIPS/DAY T42(JEEP) = (13) (

𝑒 −1.88 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

T43(CAR) =(7)(

𝑒−2.80 ) 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 T43(BUS) = (7) (

𝑒 −1.28 𝑒 −2.8 +𝑒 −1.88 +𝑒 −1.28

)

T43(BUS) = 4 TRIPS/DAY

T44(CAR) =(1)(

𝑒−2.80 ) 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 T44(BUS) = (1) (

𝑒 −1.28 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 AADT =

300,00 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠 365 𝑑𝑎𝑦𝑠

AADT = 𝟖𝟐𝟐

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔 𝒅𝒂𝒚

For Cainta-Rizal (Zone 2) Given: No. of vehicles in a year = 200,000 Vehicles AADT =

200,00 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠 365 𝑑𝑎𝑦𝑠

AADT = 𝟓𝟒𝟖

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔 𝒅𝒂𝒚

For Taytay-Rizal City (Zone 3) Given: No. of vehicles in a year = 160,000 Vehicles 82

AADT =

160,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠 365 𝑑𝑎𝑦𝑠

AADT = 𝟒𝟑𝟗

𝒗𝒆𝐡𝒊𝒄𝒍𝒆𝒔 𝒅𝒂𝒚

For Teresa-Rizal (Zone 4) Given: No. of vehicles in a year = 90,000 Vehicles AADT =

300,00 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠 365 𝑑𝑎𝑦𝑠

AADT = 𝟐𝟒𝟕

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔 𝒅𝒂𝒚

For San Mateo-Rizal (Zone 5) Given: No. of vehicles in a year = 140,000 Vehicles AADT =

140,00 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠 365 𝑑𝑎𝑦𝑠

AADT = 𝟑𝟖𝟒

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔 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 AAWT =

200,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠 260 𝑑𝑎𝑦𝑠

83

AAWT = 769

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔 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 AAWT =

100,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠 260 𝑑𝑎𝑦𝑠

AAWT = 385

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔 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 AAWT =

60,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠 260 𝑑𝑎𝑦𝑠

AAWT = 231

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔 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

AAWT =

35,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠 260 𝑑𝑎𝑦𝑠

AAWT = 135

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔 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 AAWT =

50,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠 260 𝑑𝑎𝑦𝑠

AAWT = 192

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔 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 ADT =

150,000 vehicles 181 days

ADT = 829

𝐯𝐞𝐡𝐢𝐜𝐥𝐞𝐬 𝐝𝐚𝐲

For Cainta-Rizal (Zone 2) Given: No. of vehicles in a half year (6months) = 100,000 vehicles ADT =

100,000 vehicles 181 days

ADT = 553

𝐯𝐞𝐡𝐢𝐜𝐥𝐞𝐬 𝐝𝐚𝐲

For Taytay-Rizal (Zone 3) Given: No. of vehicles in a half year (6months) = 80,000 vehicles ADT =

80,000 vehicles 181 days

ADT = 442

𝐯𝐞𝐡𝐢𝐜𝐥𝐞𝐬 𝐝𝐚𝐲

For Teresa-Rizal (Zone 4) Given: No. of vehicles in a half year (6months) = 45,000 vehicles ADT =

45,000 vehicles 181 days

ADT = 249

𝐯𝐞𝐡𝐢𝐜𝐥𝐞𝐬 𝐝𝐚𝐲

86

For San Mateo-Rizal (Zone 5) Given: No. of vehicles in a half year (6months) = 65,000 vehicles ADT =

65,000 vehicles 181 days

ADT = 359

𝐯𝐞𝐡𝐢𝐜𝐥𝐞𝐬 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 AWT =

110,000 vehices 133 days

AWT = 828

𝐯𝐞𝐡𝐢𝐜𝐥𝐞𝐬 𝐝𝐚𝐲

For Cainta-Rizal (Zone 2) Given: No. of vehicles in a half year (6 months) = 73,000 vehicles

87

AWT =

73,000 vehices 133 days

AWT = 549

𝐯𝐞𝐡𝐢𝐜𝐥𝐞𝐬 𝐝𝐚𝐲

For Taytay-Rizal (Zone 3) Given: No. of vehicles in a half year (6 months) = 58,400 vehicles AWT =

58,400 vehices 133 days

AWT = 440

𝐯𝐞𝐡𝐢𝐜𝐥𝐞𝐬 𝐝𝐚𝐲

For Cainta-Rizal (Zone 4) Given: No. of vehicles in a half year (6 months) = 32,840 vehicles AWT =

32,840 vehices 133 days

AWT = 247

𝐯𝐞𝐡𝐢𝐜𝐥𝐞𝐬 𝐝𝐚𝐲

For San Mateo-Rizal (Zone 5) Given: No. of vehicles in a half year (6 months) = 50,000 vehicles AWT =

50,000 vehices 133 days

AWT = 376

𝐯𝐞𝐡𝐢𝐜𝐥𝐞𝐬 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

Income Name

District (2013)

92

Land Area

(as of May 1,

(as of 2007,

2010)

in hectares)

Registered

Code Class

Population

Voters

1(2010)

1. ANGONO

2. CITY OF

045801000

1st

1st

045802000

65,460

1st

2LD

4th

2nd

102,407

2,622

315,630

677,741

30,610

ANTIPOLO

3. BARAS

4. BINANGON

045803000

045804000

1st

1st

19,127

32,609

8,493

126,981

249,872

6,634

AN

5. CAINTA

6. CARDONA

7. JALAJALA

8. RODRIGUEZ

045805000

1st

045806000

045807000

1st

3rd

2nd

4th

045808000

136,857

1st

311,845

4,299

47,414

2,856

28,498

2nd

18,296

30,074

4,412

2nd

139,017

280,904

17,265

(MONTALBAN)

9. MORONG

045809000

2nd

10. PILILLA

045810000

1st

11. SAN

045811000

2nd

2nd

1st

2nd

32,051

31,733

109,153

52,194

3,758

59,527

6,995

205,255

5,509

MATEO

12. TANAY

045812000

1st

2nd

93

53,163

98,879

20,000

13. TAYTAY

045813000

1st

14. TERESA

045814000

2nd

1st

154,507

2nd

26,013

288,956

47,163

3,880

1,861

ODE 040000000 PROVINCE

RIZAL

CODE 045800000

MUNICIPALITY / CITY 045802000

CITY OF ANTIPOLO

INCOME CALSSIFICATION 315,630

1ST CLASS

CODE

REGISTERED VOTERS (2010) =

POPULATION AS OF MAY 1, 2010 = 677,741 DISTRICT = 2LD BARANGAYS ( NUMBER = 16)

NAME

CODE

URBAN / RURAL

CALAWIS CUPANG DELA PAZ (Pob.) MAYAMOT SAN ISIDRO (Pob.) SAN JOSE (Pob.) SAN ROQUE (Pob.) MAMBUGAN BAGONG NAYON BEVERLY HILLS DALIG INARAWAN SAN JUAN SAN LUIS SANTA CRUZ MUNTING DILAW

045802001 045802002 045802003 045802004 045802007 045802008 045802009 045802010 045802011 045802012 045802013 045802014 045802015 045802016 045802017 045802018

URBAN URBAN URBAN URBAN URBAN URBAN URBAN URBAN URBAN URBAN URBAN URBAN URBAN URBAN URBAN URBAN

94

POPULATION AS OF (MAY 1, 2010) 4,252 84,187 61,281 49,073 57,446 88,222 52,343 48,247 45,152 1,590 45,805 18,026 8,488 48,780 55,025 9,824

SURVEY HOUSEHOLD PER MUNICIPALITIES

REGION

REGION IV – A (CALABARZON)

CODE 040000000

PROVINCE

RIZAL

CODE 045800000

MUNICIPALITY / CITY 045802000

CAINTA

CODE

INCOME CALSSIFICATION 136,857

1ST CLASS

REGISTERED VOTERS (2010) =

POPULATION AS OF MAY 1, 2010 = 311, 845 DISTRICT = 1 BARANGAYS ( NUMBER = 7)

NAME

CODE

URBAN / RURAL

SAN ANDRES (Pob.) SAN ISIDRO SAN JUAN SAN ROQUE SANTA ROSA SANTO NINO SANTO DOMINGO

045805014 045805015 045805016 045805017 045805018 045805019 045805020

URBAN URBAN URBAN URBAN URBAN URBAN URBAN

95

POPULATION AS OF (MAY 1, 2010) 93,453 66,341 96,144 8,230 1,598 5,948 40,131

SURVEY HOUSEHOLD PER MUNICIPALITIES

REGION

REGION IV – A (CALABARZON)

PROVINCE 045800000

RIZAL

CODE 040000000 CODE

MUNICIPALITY / CITY 045813000

TAYTAY

INCOME CALSSIFICATION 154,507

1ST CLASS

CODE

REGISTERED VOTERS (2010) =

POPULATION AS OF MAY 1, 2010 = 288,9563 DISTRICT = 1ST BARANGAYS ( NUMBER = 5)

NAME

CODE

URBAN / RURAL

DOLORES (Pob.) MUZON SAN ISIDRO SAN JUAN SANTA ANA

045813001 045813002 045813003 045813004 045813005

URBAN URBAN URBAN URBAN URBAN

96

POPULATION AS OF (MAY 1, 2010) 60,731 26,189 35,790 89,479 76,767

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