Graduate School: Republic of The Philippines City of Taguig

Republic of the Philippines
City of Taguig
Gen. Santos Avenue, Central Bicutan, Taguig City
Graduate School 1
Chapter 1
The Problem And Its Background
Introduction
Traffic congestion is a condition on transport networks that occurs as use
increases, and is characterized by slower speeds, longer trip times, and increased
vehicular queuing. The most common example is the physical use of roads by
vehicles. When traffic demand is great enough that the interaction between vehicles
slows the speed of the traffic stream, this results in some congestion, as demand
approaches the capacity of a road or of the intersections along the road extreme
traffic congestion sets in. When vehicles are fully stopped for periods of time, this
is colloquially known as a traffic jam or traffic snarl-up. Traffic congestion can lead
to drivers becoming frustrated and engaging in road rage.
Traffic congestion occurs when a volume of traffic or modal split generates
demand for space greater than the available street capacity; this point is commonly
termed saturation. There are a number of specific circumstances which cause or
aggravate congestion; most of them reduce the capacity of a road at a given point
or over a certain length, increase the most of the rest is attributed to traffic incidents,
road work and weather events
Congested roads can be seen as an example of the tragedy of the commons.
Because roads in most places are free at the point of usage, there is little financial
incentive for drivers not to over-use them, up to the point where traffic collapses
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into a jam, when demand becomes limited by opportunity cost. Privatization of
highways and road pricing had both been proposed as measures that may reduce
congestion through economic incentives and disincentives. Congestion can also
happen due to non-recurring highway incidents, such as a crash or road works,
which may reduce the road's capacity below normal levels.
Rush hour traffic congestion is inevitable because of the benefits of having
a relatively standard work day. In a capitalist economy, goods can be allocated
either by pricing (ability to pay) or by queuing (first-come first- served); congestion
is an example of the latter.
Instead of the traditional solution of making the "pipe" large enough to
accommodate the total demand for peak-hour vehicle travel a supply-side solution,
either by widening roadways or increasing "flow pressure" Via automated highway
systems, Downs advocates greater use of road pricing to reduce congestion a
demand-side solution, effectively rationing demand, in turn plowing the revenues
generated there from into public transportation projects (Downs, 2011).
According to experts, this is due to the accelerated rate of motorization
occurring since 2003 and the limited capacity of public transport. In São Paulo,
traffic is growing at a rate of 7.5% per year, with almost 1,000 new cars bought in
the city every day. The subway has only 61 kilometres (38 mi) of lines, though 35
further kilometers are under construction or planned by 2010. Every day, many
citizens spend between three up to four hours behind the wheel. In order to mitigate
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the aggravating congestion problem, since June 30, 2008 the road space rationing
program was expanded to include and restrict trucks and light commercial vehicles.
According to a survey by Waze (2015), traffic congestion in Metro Manila is
called the "worst" in the world, after Rio de Janeiro, São Paulo, and Jakarta. It is
worsened by violations of traffic laws, like illegal parking, loading and unloading,
beating the red light, and wrong-way driving.
Traffic congestion in Metro Manila is caused by the large number of
registered vehicles, lack of roads, and overpopulation, especially on Manila,
Pateros and Caloocan. Traffic caused losses of ₱137,500,000,000 on the economy
in 2011, and unbuilt roads and railway projects also causes worsening congestion.
The Japan International Cooperation Agency (JICA) feared that daily
economic losses will reach Php 6,000,000,000 by 2030 if traffic congestion cannot
be controlled. John Forbes, senior advisor of the American Chamber of Commerce
of the Philippines warns of Metro Manila’s risk of becoming “uninhabitable” by 2020
if vehicles continue to increase while roads and infrastructure remain the
same. Now we can’t help but wonder if the Philippines is indeed nearing its
“carmageddon”. It’s the bane of every motorist and commuter in the Philippines,
and sadly, it’s getting extremely worse by the second. Waze, the world’s largest
community-based traffic and navigation app, describes Metro Manila traffic as “the
worst traffic on earth”. And we couldn’t agree more. Where else can you sit for 2-3
hours inside a cramped vehicle, all with your trusty mobile phone (or tablet) to fill in
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those wasted hours you could have spent doing something else more
productive. Only in the Philippines (Carmudi, 2016).
In Taguig City, there are roads were traffic congested. Various causes for
this include Private encroachments; Commercial / religious establishment's location
hampering road expansion, and rampant lobbying for this; Unscientific road design;
Lack of freeways / exit ways where local roads and main thoroughfare intersect;
Lack of demarcated foot paths; Lack of bus bays; Lack of cycle tracks; Lack of
coordination among various govt. departments (e.g. digging of roads by telecom/
water dept. and leaving it open). To name, at both ends of General Santos Avenue,
The intersection of M.L.Quezon and Signal Village, and other places including East
Service Road at Western Bicutan, C5 intersections of Mckinley Hill and Cayetano
Boulevard. This study aims to determine the causes of traffic congestion in areas
of Taguig City and to provide solutions that can address the traffic congestion in
the said places.
Background of the Study
Taguig City lies on the western shore of Laguna de Bay and is bordered
by Muntinlupa City to the south, Parañaque to the southwest, Pasay to the
west, Cainta and Taytay on the northeast and Makati, Pateros, and Pasig to the
north. Taguig River, a tributary of the Pasig River cuts through the northern half of the
municipality and Napindan River, also a tributary of the Pasig forms the common
border of Taguig with Pasig City.

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East Service Road from Gate 3 of Fort Bonifacio, Taguig City to Alabang,
Muntinlupa City. This Road is connected to Western Bicutan, Pae (intersection of
General Santos Avenue and Doña Solidad, Parañaque City, BagongTanyag, South
DaangHari up to Sucat and Alabang.
C-5 road is starts from Western Bicutan Taguig City to Quezon City. This road
connects the intersections at Waterfun Barangay Pinagsama, the Cayetano
Boulevard and Mckinley Hill at Barangay Ususan and the Bonifacio Global City
Barangay Fort Bonifacio which are all situated in the City of Taguig.
This study focused in a certain part of this road situated in Taguig City which
are only in the part of barangays of Western Bicutan, Upper Bicutan, Lower Bicutan,
Pinagsama, Ususan and Fort Bonifacio. These parts of the road were experiencing
traffic congestion as a result of heavy volume of different vehicles from different
places and warehouses passing through this road. These were: Public Utility
Jeepney, transporting passengers from different places and including from terminal
at Arca South to Pasay City; Public Utility Bus, transporting passengers to the
northern part of Metro Manila; Cargo trucks and Bans from different warehouse
from then Food Terminal Incorporated; large number of private vehicles; and
motorcycle.
In particular, there were reasons to consider in causing traffic congestions
in this place. First and foremost are in the intersection of C5 and East Service Road.
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Although there is regular traffic personnel manning this places where most of the
vehicles clogged that causes a heavy traffic still road users experiences
Second, it was noticeable that there were large volumes of vehicles including
motorcycle passing the east service road that over crowed this path.
Third, there were illegal terminal along the road, PUB and PUJ felt free to load
and unload passengers along the road. More often than not, there were Jeepneys
stand by along the road to wait for passengers.
Fourth, there were no time frame for cargo trucks and bans that are coming
from different warehouse in Tenement, Veterans and Arca South, these contributed
a large part to traffic congestion. The traffic congestion in this place goes with the
counter flow mostly by motorcycle, illegal parking and road accidents.
The following were the result of this traffic congestion:
 Wasting time of motorists and passengers ("opportunity cost"). As a non-
productive activity for most people, congestion reduces regional economic
health.
 Delays, which may result in late arrival for employment, meetings, and
education, resulting in lost business, disciplinary action or other personal losses.
 Inability to forecast travel time accurately, leading to drivers allocating more time
to travel "just in case", and less time on productive activities.
 Wasted fuel increasing air pollution and carbon dioxide emissions owing to
increased idling, acceleration and braking.

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 Wear and tear on vehicles as a result of idling in traffic and frequent acceleration
and braking, leading to more frequent repairs and replacements.
 Stressed and frustrated motorists, encouraging road rage and reduced health
of motorists.
 Emergencies: blocked traffic may interfere with the passage of emergency
vehicles traveling to their destinations where they are urgently needed.
 Spillover effect from congested main arteries to secondary roads and side
streets as alternative routes are attempted ('rat running'), which may affect
neighborhood amenity and real estate prices.
 Higher chance of collisions due to tight spacing and constant stopping-and-
going.
There are different cases that the traffic officers led to confiscate driver’s
license such as, traffic obstructions, truck band and motorcycle with different
violations like driving without license, unregistered or expired registration and
entering the no entry lane. This was to lessen the volume of the vehicles and
eliminate traffic violators. In spite of the solutions that had been implemented, still
traffic congestion in the subject area existed. With this the researcher is interested
to study the Factors Affecting the Traffic Congestion along Selected Main
thoroughfare of Taguig City: Basis for an Action Plan.
Theoretical Framework
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Fayol and Taylor (as cited in Zanule et al., 2015) The Management Theories:
the classical and scientific management theory and human relations management
theory, posited that the managing of road systems requires attracting, training, and
retaining competent employees in the appropriate profession. Among other
incentives providing an effective working environment, attractive and competitive
reward employee packages are necessary to attract and retain competent
employees. Organizations should plan, implement, and coordinate opportunity for
strategic employee leadership training and promotion programs (Easter-Smith,
Thorpe, & Jackson, 2012; Kristine, 2013, & Zanule et al., 2015). The analysis of
management theory as being appropriate to Road Safety Management System
focuses on the classical management theory, scientific management theory, and
the human relations management theory. The purpose of the analysis of each
theory is to express the intent and he criticisms of each theory. This theory will be
utilized to let the Traffic
Management Office of Taguig City realized what they miss to manage on the factors
that affect the traffic congestion in Rotonda, Upper Bicutan.
Hong-Wei & John (2013) and Zanule e al. (2015), the strategic management
theory spindles upon design, planning, and positioning schools of approach of
strategy. Strategic management is the knowledge of corporate identity, position,
and dynamics of the office in order to use available resources and capabilities within
its office setting for competitive advantage The criticism of strategic management
is the failure of the office leaders to understand internal capabilities, the conflict
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between top management values and organizational values, and the ethical issues
associated with strategy formulation and implementation (Ahenkora & Peasah,
2011; Griffin & Moorhead, 2012).The ethical misconduct in issuance of driver
licenses and transport service operator licenses, traffic enforcement, and regulating
transit fares relates to strategic formulation and implementation of urban transport
management. The self-paid bonuses to boarding and tax collection lead to an
increase of ethical misconduct within the urban transportation business industry.
Thorsten Sellin (1938), the culture conflict theory is associated with them
against the scenario. The enforcing of traffic laws, driving training regulations, and
vehicle operation regulations by enforcement teams is a strain for noncompliant
drivers and vehicle owners.
The noncompliant drivers and vehicle owners cannot obtain money and social
status due to traffic laws and regulations strain. Under these conditions, the drivers
and vehicle owners respond to this strain by committing a crime. The culture conflict
is in road safety enforcement between the enforcement teams and transportation
operatives.
The economic theory was one of the most used theories. To fully analyze the
traffic congestions in subject area (Rotonda, Upper Bicutan), materialized The
Economic Theory of Urban Traffic Congestion by (Richard J. Arnott, 2015) This
theory gave a distinction between microscopic and macroscopic models of traffic
flow. The distinction is similar to that between microeconomics and
macroeconomics. Microscopic models aggregate up from the behavior of the

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individual driver, while macroscopic models are formulated in terms of traffic
aggregates. Here the terms will be used somewhat more broadly, to distinguish the
level of detail employed in the analysis. The theme of this chapter is that the
community of urban transport economists has relied excessively on the canonical
macroscopic model of urban traffic congestion, and that a redirection of research
toward more microscopic modeling will result in more useful and effective policy
analysis. The basic canonical model of urban traffic congestion employed by
economists, which will be discussed at some length in the next section, is
formulated in terms of the price, flow, and capacity of different modes. Models in
this vein are static, and when they look at network aspects of traffic congestion do
so at an aggregated level (e.g., freeways versus highways versus city streets).
Conceptual Framework
In connection with the above-cited theoretical framework, a conceptual
framework is created as the model of the study. The conceptual framework of this
study will be used the systems approach model or otherwise known as the I-P-O
scheme, this will able to determine the causes leading to traffic congestion in main
thoroughfare of Taguig City as basis to improve the traffic occurrence in Taguig City.
The research paradigm that will be served as guide to this study is the System
Approach of Input-Output model by Stoner, Freeman and Gilbert (1995) cited in
Birion (2005); and Mindo, (2013).

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According to this model, a system has flows of information; data and
materials that enter the system from the environment as input undergo
transformation processed within the system and exit the system as outputs. A
feedback mechanism is installed and is considered as the key to system controls.
Figure 1 shows the description in the relationships of the different variables used
in this study by using the Input, Process, and Output and Feedback
The paradigm illustrates the conceptual framework of the study and how the
theories can be incorporated in the productive pathway to determine the causes
leading to traffic congestion in Taguig City.
The Input includes respondent’s category were they belong which includes
Traffic Enforcers such as Traffic Management Office and Metro Manila Development
Authority and the Road Users such as drivers and commuters. The profile of the
respondents which includes age, sex, civil status and educational qualification who
proactively made the basic source of information in this research. The Main part of
the questionnaire involves causes leading to traffic congestion in main thoroughfare
of Taguig City in terms of road conditions, traffic enforcers, volume of vehicles,
terminals, and loading and unloading of passengers, these are the factors that would
able to determine the leading causes of traffic congestions in main thoroughfare of
Taguig City.
The Process shows the different techniques in acquiring data which includes the
administration of survey questionnaires, interview, analysis and interpretation of data.

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The Output includes the Action Plan to address the causes leading to traffic
congestion in main thoroughfare of Taguig City.

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Conceptual Framework
INPUT PROCESS OUTPUT
Demographic profile of
the respondents  Survey Improved traffic
-Age Questionnaire
-Sex management
-Civil Status scheme
- Educational
Attainment  Analysis and
interpretation
Cause leading to traffic of the data
congestion in main gathered
thoroughfare of Taguig
City in terms of:  Interview
 Focus
- Road Condition
decision group
 Use of internet
- Loading and
for additional
Unloading data
- Terminal
- Traffic Enforcers
- Volume of Vehicles
Memo, laws on traffic

management Taguig Figure 6.
City
FEEDBACK
Figure 1. Paradigm of the Study

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Statement of the Problems
The study aims to determine the causes leading to traffic congestion in main
thoroughfares of Taguig City to serve as basis for an action plan.
Specifically it sought to answers the following questions:
1. Start with demographic
2. What are the factors affecting traffic congestion in main thoroughfare of Taguig City
as assessed by the two groups of respondents in terms of:
1.1 Road Conditions;
1.2 Loading and Unloading;
1.3 Terminal;
1.4 Traffic Enforcers
1.5 Volume of Vehicles?
3. Is there significant difference between the assessments of the two groups of
respondent in the causes leading to traffic congestion in main thoroughfare of
Taguig City in terms of the above-mentioned variables?
4. What measure may be proposed to address the causes leading to traffic
congestion in main thoroughfare of Taguig City as assessed by the two groups of
respondents in terms of the afore cited variables?

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5. Based on the findings, what recommendation shall be passed to improve the
traffic situation in the main thoroughfare of Taguig City?
Hypothesis
There is no significant difference between the assessments of the two groups
of respondents on the causes leading to traffic congestion in the main thoroughfare
of Taguig City.
Significance of the Study
This study is beneficial to the following:
Metro Manila Development Authority – this study may serve as reference of
the MMDA as one of the government agencies tasked to improve the traffic
situations in metro manila.
Department of Public Works and Highways – the study may comprehensively
identify the leading factors affecting the traffic congestion in the City of Taguig,
through this, the DPWH may use this study as sort of reference in order to improve
the main thoroughfare in the city that may be able to prevent the traffic congestion.
City Government of Taguig – the findings of the study will be useful to the city
government of Taguig in order to determine the different causes leading to traffic

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congestion in main rods of the city and to formulate solutions that may improve the
traffic situations in the area.
Traffic Management Office – the result of the study will be useful to the traffic
management office in order to enhance its role in the strict implementation of traffic
rules and regulations that in other way may improve the traffic situations in the main
thoroughfare of the city of Taguig.
Road Users – particularly the drivers and commuters, this may be served as
reference in order to identify the several contributory factors leading to traffic
congestion.
Future Researcher - this study would encourage more researchers to undergo
related studies on the causes leading to traffic congestions. Further, this will also
serve as reference to do similar and in-depth studies on traffic congestion.
Scope and Limitation of the Study
This study will be conducted to determine the causes leading to traffic
congestion in main thoroughfare of Taguig City
The setting of the study is focus at Taguig City specifically in its main
thoroughfare such as East Service Road from rotunda of Upper Bicutan to
intersections of Fort Bonifacio going to NAIA and BGS, C5 road from Barangays of
Western Bicutan to Bonifacio Global City Fort Bonifacio City of Taguig.

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The respondents of the study are two groups such: as the Traffic Enforcers of
Taguig City and Metro Manila Development Authority as the first group, and the road
users such as the drivers and commuters situated in the City of Taguig, as the secong
group. The study will cover the period of 2015 to 2018.
Definition of Terms
To provide a common frame of reference for a better understanding of the
study, the following terms operationally defined here under:
Causes Leading to Traffic Congestion - pertains to several reasons resulting
to traffic jam in the main thoroughfare of Taguig City.
DPWH- Is an acronym for Department of Public Works and Highways. It has
the responsibility of determining traffic flow planning approval of program and budget
finding of construction and maintenance of road and instrument.
Driver – shall mean any licensed operator of a motor vehicle.
Enforcement of Traffic Rules – one of the causes of accidents is the traffic
laws rules and regulations.
Highways – every public thoroughfare, public boulevard driveway avenue
park, alley and call eon but shall not include roadway upon grounds owned by private
persons colleges universities or other similar institutions.
Illegal Loading and Unloading- it is illegal loading and unloading of
passengers by the drivers in the road.

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Main thoroughfare – refers to the highways situated in the City of Taguig
such as the East Service Road and C-5.
Parking or Parked – shall mean that a motor vehicle is parked or parking if it
has been brought to a stop on the shoulder or proper edge of a highway and remains
inactive in that place or close there to for an appreciable period of time.
Pedestrians– have the right to occupy or pass on spaces or portions of traffic
way allocated for them like crossing on pedestrian lanes and passing on sidewalks
or catwalks.
Public Utility Vehicles– these are registered primarily for the conveyance of
passengers and other commercial goods.
Road Conditions- it is the condition of road whether it is conducive or not.
Road Safety – it refers to reduced risk of accident or injury on the roads
achieved through multi-disciplinary approaches involving road engineering and
traffic management education and training of road users and vehicle design.
Road Signage- these are signs erected at the side or above the roads to give
instructions to give instruction or provide information to road users.
Road Users - specifically pertains to the drivers and commuters who are
using the public roads and highways.

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Terminal- is the place where drivers are allowed to fetch and unload
passengers especially Public Utility Vehicle.
Traffic– it refers to the movement of persons, goods or vehicles other
powered by combustion system from one place to another for the purpose of travel.
Traffic Ecology or Traffic Environment– this pillar is very recent which
includes the study of potentially disastrous population explosion, changes in urban
environment due to the scale and density.
Traffic Economy – this is the most recent of the pillars of traffic which deals
with the benefits and adverse effects of traffic to our economy.
Traffic Education – it is the process of giving training and practice in the
actual application of traffic safety knowledge.
Traffic Enforcers- It includes all government personnel who are duly
authorized for direct enforcement of traffic laws such as
Traffic Engineering – it is the science of measuring traffic and travel the
study of the basic laws relative to the traffic law and generation the application of this
knowledge to the professional practice of planning deciding and operating traffic
system to achieve safe and efficient transportation of persons and goods.
Traffic Safety Education – it is the process of training roads users the
avoidance and prevention of traffic related accidents.

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Traffic Way – refers to the entire width between boundary lines every way or
place of purposes of vehicular traffic as a matter of right or custom.
Volume of Vehicles – refers to too much numbers of vehicles that using the
roads which may be causing traffic jam.

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Chapter 2
Review Of Related Literature And Studies
This chapter contain materials relevant to this study. It includes published
literature and unpublished studies. Synthesis is preceded at the end of the Chapter.
Foreign Literature
This review addresses traffic congestion first, with literature that determines
its effects - both positive and negative -on neighborhoods, residents, and business,
as well as methods to measure and rate these effects. Second, the review address
intersections by listing the factors that affect users‟ intersection experiences and the
ways these factors can be used to make a measurement of intersection quality. Last,
some of the literature reviewed is briefly applied to the St Paul area. This paper
provides a context for transportation issues and their connections to the Hamline
Midway neighborhood.
Bass (2010), Background knowledge of congestion and intersections is not only
necessary for understanding and responding to city transportation action, but for
discovering and pursuing one’s own transportation goals.
Nowakaski, et al. (2012), In Michigan, USA, building more roads to meet the
increasing traffic demands is often not feasible due to the high construction costs and
the lack of available space in urban areas. To support more efficient use of the existing
road network, the United States passed the Intermodal Surface Transportation
Efficiency Act (ISTEA) in 1991. The Transportation Equity Act for the 21st Century
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(TEA-21) replaced the ISTEA in 1998 and guarantees funding for many intelligent
transportation systems (ITS) and safety-related projects from 1998 to 2003. Advanced
traffic management systems (ATMS) is one of the primary ITS applications. Two key
aspects of ATMS have been efforts to communicate information about traffic
congestion to the public and efforts to manage traffic congestion.
Traffic Congestion is a growing problem in many of the US cities over the past
few decades. The 2012 Urban Mobility Study conducted by the Texas Transportation
Institute states that in the year 2001, traffic congestion resulted in 5.7 billion gallons
of wasted fuel and 3.5 billion hours of lost productivity costing the nation $ 69.5 billion.
According to the report, a rush hour trip in 2011 takes thrice as long as a rush
hour trip in 2012. In the same period, the annual hours of delay per person has
increased by 19 hours. Apart from personal inconvenience, traffic congestion can
hamper economic productivity in an area and increase the pollution caused due to
vehicle emissions thus reducing the quality of life of the people.
(etd.library.vanderbilt.edu/available/etd-04022004-113526/.../03chapter1).
Traffic congestion is elsewhere nowadays. In United Kingdom, Traffic
congestion is a critical problem which happens on roads which make traffic busy
because roads full of cars and buses. Traffic congestion challenges traffic flow in
urban area and is prevented smooth traffic. A growing urban area creates complex
problems in daily life with traffic. Congestion phenomenon cannot be terminated only
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by applying physical constructing such as: build bridge, motorways and increasing
road capacity.
Katathira, et al. (2014), It is necessary to build technology system for
transportation management which is used for control of the traffic phenomenon. Traffic
control systems have direct influence on traffic problems which is help to improve
traffic flow and reduce traffic congestion. Usually, traffic jams are caused by many
reasons such as incidents, works in roads, roads maintenance. Approximately, traffic
congestion occurs at peak times in the morning or evening when people are travelling
to work. In addition, transportation systems are one of the main reasons causing traffic
congestion in some countries. Traffic roads have a direct effect on traffic jams which
relate to small ways use or damaged ways.
Shefer (1994), In spite of, the link between control systems and traffic congestion
is important; there appear literature dearth which is especially in evidence of
appropriate systems. Therefore, there is calculated and experimental evidence.
As a result, the relationship between control system and traffic congestion was
investigated in 1994 by Shefer which had divided volume over capacity ratio which
was used to measure level of traffic congestion. Then after, in1997 the relationship
between traffic congestion and control system was studied by Shefer and Rietveld
which is used sample hypothesis and provide experiment evidence by comparing
traffic congestion level when peak hours the traffic congestion level was less than
peak hours in usually days. Further study, by Noland and Quddus in 2005 who was
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used link between traffic congestion and control system by using spatial analysis
manor in London (Mcmillan, 2015).
In recent years, the Istanbul Metropolitan Municipality has made huge
investments on intelligent transportation systems and public transportation. Despite
that, traffic is a significant problem in İstanbul. İstanbul has chosen the second most
congested and the most sudden-stopping traffic in the world. Travel times in Turkey’s
largest city take on average 55 percent longer that they should, even in relatively
less busy hours (Wikipedia).
In China, The August 2010 China National Highway 110 traffic jam in Hebei
province, China, is considered the world's worst traffic jam ever, as traffic congestion
stretched more than 100 kilometres (62 mi) from August 14 to the 26, including at
least 11 days of total gridlock. The event was caused by a combination of road works
and thousands of coal trucks from Inner Mongolia’s coalfields that travel daily to
Beijing. The New York Times has called this event the "Great Chinese Gridlock of
2010. Towards the end of 2010,Beijing announced a series of drastic measures to
tackle the city's traffic jam, including limiting the number of new plates issued to
passenger cars to 20,000 a month and barring cars of non-Beijing plates from
entering areas within the Fifth Ring Road during rush hours.
Brown (2014), Transportation Institute’s 2011 Mobility report [1], congestion in
the US has increased substantially over the last 25 years with massive amounts of
losses pertaining to time, fuel and money. São Paulo, Brazil is known to experience
the world’s worst traffic jams [32], where people are stuck for two to three hours every
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day in traffic jams. The issue of traffic congestion has affected both the developing
and developed economies to different degrees irrespective of the measures taken to
curb the issue.
Jain, et al. (2014), A common feature across road networks in many urban
regions in the developing world is the presence of critical congestion areas; we refer
to a critical congestion area as one where a network of roads converge and a large
amount of traffic needs to traverse the common congestion area. As per free-flow
traffic theory, a free flow traffic road segment can be associated with a traffic curve
where the traffic exit rate is a function of the traffic density in the road segment. A free-
flow road segment is known to exhibit a critical density point where any traffic input
that pushes the density beyond the critical value can trigger a “spiraling effect” that
results in the road segment operating at a low capacity equilibrium point. Worse still,
small traffic bursts over short time periods can potentially trigger the spiraling effect
resulting in a congestion collapse. Many critical congestion areas in developing
regions have poor traffic management systems that if any of these critical congestion
areas hits a congestion collapse, the road network can result in a massive traffic jam
for elongated time periods
In Australia, Traffic during peak hours in major Australian cities, such as
Sydney, Melbourne, Brisbane and Perth, is usually very congested and can cause
considerable delay for motorists. Australians rely mainly on radio and television to
obtain current traffic information. GPS, webcams, and online resources are
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increasingly being used to monitor and relay traffic conditions to motorists
(https://en.wikipedia.org/wiki/Traffic_congestion).
In Bangladesh, Traffic jams have become intolerable in Dhaka. Some other
major reasons are the total absence of a rapid transit system; the lack of an
integrated urban planning scheme for over 30 years; poorly maintained road
surfaces, with potholes rapidly eroded further by frequent flooding and poor or non-
existent drainage; haphazard stopping and parking; poor driving standards; total
lack of alternative routes, with several narrow and (nominally) one way roads.
Traffic congestion in Brazil, according to Time magazine, São Paulo has the
world's worst daily traffic jams. Based on reports from the Companhia de
Engenharia de Tráfego, the city's traffic management agency, the historical
congestion record was set on May 23, 2014, with 344 kilometres (214 mi) of
cumulative queues around the city during the evening rush hour. The previous
record occurred on November 14, 2013, with 309 kilometres (192 mi) of cumulative
queues. Despite implementation since 1997 of road space rationing by the last digit
of the plate number during rush hours every weekday, traffic in this 20-million-
strong city still experiences severe congestion.

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Foreign Studies
It has been suggested by some commentators that the level of congestion that
society tolerates is a rational (though not necessarily conscious) choice between the
costs of improving the transportation system (in infrastructure or management) and
the benefits of quicker travel. Others link it largely to subjective lifestyle choices,
differentiating between car-owning and car-free households.
According to the study conducted by Liethold (2015), City planning and urban
design practices can have a huge impact on levels of future traffic congestion, though
they are of limited relevance for short-term change:
Grid plans including fused grid road network geometry, rather than tree-like network
topology which branches into cul-de-sacs (which reduce local traffic, but increase
total distances driven and discourage walking by reducing connectivity).
This avoids concentration of traffic on a small number of arterial roads and allows
more trips to be made without a car.
 Zoning laws that encourage mixed-use development, which reduces distances
between residential, commercial, retail, and recreational destinations (and
encourage cycling and walking)
 Car free cities, car-light cities, and eco-cities designed to eliminate the need to
travel by car for most inhabitants.
Transit-oriented development are residential and commercial areas designed
to maximize access to public transport by providing a transit station or stop (train
station, metro station, tram stop, or bus stop).

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On the other hand, as quoted from Wikipedia, Congestion can be reduced by
either increasing road capacity (supply), or by reducing traffic (demand). Capacity can
be increased in a number of ways, but needs to take account of latent demand
otherwise it may be used more strongly than anticipated. Critics of the approach of
adding capacity have compared it to "fighting obesity by letting out your belt" (inducing
demand that did not exist before). For example, when new lanes are created,
households with a second car that used to be parked most of the time may begin to
use this second car for commuting. Reducing road capacity has in turn been attacked
as removing free choice as well as increasing travel costs and times, placing an
especially high burden on the low income residents who must commute to work.
Increased supply can include:
 Adding more capacity at bottlenecks (such as by adding more lanes at the
expense of hard shoulders or safety zones, or by removing local obstacles like bridge
supports and widening tunnels)
 Adding more capacity over the whole of a route (generally by adding more
lanes)
 Creating new routes
 Traffic management improvements (see separate section below)
 Reduction of demand can include:
 Parking restrictions, making motor vehicle use less attractive by increasing the
monetary and non-monetary costs of parking, introducing greater competition for

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limited city or road space. Most transport planning experts agree that free parking
distorts the market in favor of car travel, exacerbating congestion.
 Park and ride facilities allowing parking at a distance and allowing continuation
by public transport or ride sharing. Park-and-ride car parks are commonly found at
metro stations, freeway entrances in suburban areas, and at the edge of smaller
cities.
 Reduction of road capacity to force traffic onto other travel modes. Methods
include traffic calming and the shared space concept.
 Road pricing, charging money for access onto a road/specific area at certain
times, congestion levels or for certain road users.
 "Cap and trade", in which only licensed cars are allowed on the roads. A limited
quota of car licenses are issued each year and traded in a free market fashion. This
guarantees that the number of cars does not exceed
 road capacity while avoiding the negative effects of shortages normally
associated with quotas. However, since demand for cars tends to be inelastic, the
result are exorbitant purchase prices for the licenses, pricing out the lower levels of
society, as seen Singapore's Certificate of Entitlement scheme.
 Congestion pricing, where a certain area, such as the inner part of a congested
city, is surrounded with a cordon into which entry with a car requires payment. The
cordon may be a physical boundary (i.e., surrounded by toll stations) or it may be
virtual, with enforcement being via spot checks or cameras on the entry routes. Major
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examples are Singapore's electronic road pricing, the London congestion charge
system, Stockholm congestion tax and the use of High-occupancy toll lanes,
predominately in North America.
 Road space rationing, where regulatory restrictions prevent certain types of
vehicles from driving under certain circumstances or in certain areas.
 "Cap and trade", in which only licensed cars are allowed on the roads. A limited
quota of car licenses are issued each year and traded in a free market fashion. This
guarantees that the number of cars does not exceed
 Road capacity while avoiding the negative effects of shortages normally
associated with quotas. However, since demand for cars tends to be inelastic, the
result are exorbitant purchase prices for the licenses, pricing out the lower levels of
society, as seen Singapore's Certificate of Entitlement scheme.
 Congestion pricing, where a certain area, such as the inner part of a congested
city, is surrounded with a cordon into which entry with a car requires payment. The
cordon may be a physical boundary (i.e., surrounded by toll stations) or it may be
virtual, with enforcement being via spot checks or cameras on the entry routes. Major
examples are Singapore's electronic road pricing, the London congestion charge
system, Stockholm congestion tax and the use of High-occupancy toll lanes,
predominately in North America.
 Road space rationing, where regulatory restrictions prevent certain types of
vehicles from driving under certain circumstances or in certain areas.

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 Number plate restrictions based on days of the week, as practiced in several
large cities in the world, such as Athens, Mexico City, Manila and São Paulo. In
effect, such cities are banning a different part of the automobile fleet from roads each
day of the week. Mainly introduced to combat smog, these measures also reduce
congestion.
 A weakness of this Method is that richer drivers can purchase a second or third
car to circumvent the ban.
 Permits, where only certain types of vehicles (such as residents) are permitted
to enter a certain area, and other types (such as through-traffic) are banned. For
example, Bertrand Delanoë, the mayor of Paris, has proposed to impose a complete
ban on motor vehicles in the city's inner districts, with exemptions only for residents,
businesses, and the disabled.
 Policy approaches, which usually attempt to provide either strategic
alternatives or which encourage greater usage of existing alternatives through
promotion, subsidies or restrictions.
 Incentives to use public transport, increasing modal shares. This can be
achieved through infrastructure investment, subsidies, transport integration,
pricing strategies that decrease the marginal cost/fixed cost ratios, improved
timetabling and greater priority for buses to reduce journey time e.g. [Bus
Lanes], [BTR]. Cycling promotion through legislation, cycle facilities, subsidies,
and awareness campaigns.

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The Netherlands has been pursuing cycle friendly policies for decades, and
around a quarter of their commuting is done by bicycle.
 Promotion of more flexible work place practices. For example, a flexible
workplaces pilot was undertaken in Brisbane, Australia during 2009 to test the
applicability of a voluntary travel behavior change program to achieve transport
system outcomes, particularly as they related to managing congestion, either
through mode shift or peak spreading. During the one-month Pilot, amongst almost
900 Brisbane CBD workers across 20 private and public sector organizations, shifts
of more than 30% out of the morning and afternoon peak travel was recorded.
 Telecommuting encouraged through legislation and subsidies.
 Online shopping promotion, potentially with automated delivery booths helping
to solve the last mile problem and reduce shopping trips made by car.
Other countries had the same case. For instance, New Zealand has followed
strongly car-oriented transport policies since after World War II (especially in
Auckland, where one third of the country's population lives, is New Zealand's most
traffic congested city, and has been labeled worse than New York for traffic
congestion with commuters sitting in traffic congestion for 95 hours per year), and
currently has one of the highest car-ownership rates per capita in the world, after the
United States.
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Traffic congestion in New Zealand is increasing with drivers on New Zealand's
motorways reported to be struggling to exceed 20 kph on an average commute,
sometimes crawling along at 8 kph for more than half an hour (Wikipedia).
Ford (2015), In the United Kingdom the inevitability of congestion in some urban
road networks has been officially recognized since the Department for Transport set
down policies based on the report Traffic in Towns in 1963. The Department for
Transport sees growing congestion as one of the most serious transport problems
facing the UK.
On 1 December 2006, Rod Eddington published a UK government-sponsored
report into the future of Britain's transport infrastructure. The Eddington Transport
Study set out the case for action to improve road and rail networks, as a "crucial
enabler of sustained productivity and competitiveness". Eddington has estimated that
congestion may cost the economy of England £22 bn a year in lost time by 2025. He
warned that roads were in serious danger of becoming so congested that the economy
would suffer at the launch of the report Eddington told journalists and transport
industry representatives introducing road pricing to encourage drivers to drive less
was an "economic no-brainer". There was, he said "no attractive alternative". It would
allegedly cut congestion by half by 2025, and bring benefits to the British economy
totaling £28 bn a year.
According to Kerner, (2014), in USA, The Texas Transportation Institute
estimated that, in 2000, the 75 largest metropolitan areas experienced 3.6 billion
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vehicle-hours of delay, resulting in 5.7 billion U.S. gallons (21.6 billion liters) in wasted
fuel and $67.5 billion in lost productivity, or about 0.7% of the nation's GDP.
It also estimated that the annual cost of congestion for each driver was
approximately $1,000 in very large cities and $200 in small cities. Traffic congestion
is increasing in major cities and delays are becoming more frequent in smaller cities
and rural areas.
30% of traffic is cars looking for parking.
According to traffic analysis firm INRIX in 2013, the top 65 worst US traffic
congested cities (measured in average hours wasted per vehicle for the year) were:
1. Los Angeles, California: 64.4 hours;
2. Honolulu, Hawaii: 59.5 hours;
3. San Francisco, California: 56.1 hours;
4. New York, New York: 52.9 hours;
5. Bridgeport, Connecticut: 42.1 hours;
6. Austin, Texas: 41.2 hours;
7. Houston, Texas: 40.6 hours;
8. Washington, D.C.: 40.3 hours;
9. Boston, Massachusetts: 37.9 hours;
10. Seattle, Washington: 37.1 hours;
The most congested highway in the United States, according to a 2010 study of
freight congestion (truck speed and travel time), is Chicago's Interstate 290 at the
Circle Interchange. The average truck speed was just 29 mph (47 km/h).
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Local Literature
The most type of problem that is happening in big cities is traffic congestion.
Traffic congestion has high impact on smooth traffic which cause limes lose, work
opportunity and energy consumption. However, traffic congestion has influenced in
the city live which become extremely complicated and difficult for life. The most
common with traffic congestion are road accident and road capacity which can be
blockage traffic flow in cities or in country side.
Traffic congestion is prevalent primarily in the cities, particularly Quezon City,
Manila and Makati.
The main avenues of these cities and even the secondary roads are often
congested, and the problems of traffic congestion have become so serious that the
economy is affected. While total reduction of congestion is next to impossible in the
Philippines, consistent and serious efforts to improve transportation infrastructure for
Metro Manila including much delayed mass transport systems can translate to
genuine benefits. In a recent report it released, the Japan International Cooperation
Agency (JICA) 2015, said that despite the Philippines’ better-than-expected
economic growth, the Philippines risks losing to P6 billion a day by 2030 because of
worsening traffic jams. The JICA said that the costs of traffic will continue to rise if
adequate solutions to ease congestion are not immediately implemented.
The Philippines is the fifth country in the world with the worst traffic conditions,
according to the online database Numbeo. The Philippines had a traffic index score
of 201.31 based on Numbeo’s Traffic Index for Country 2015 Mid-Year report. Traffic
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Index is a composite index of time consumed in traffic due to job commute, estimation
of time consumption dissatisfaction, carbon dioxide consumption estimation in traffic,
and overall inefficiencies in the traffic system. The Philippines was rated among the
worst countries in Asia, placing third. In Numbeo’s report last January, the Philippines
placed fourth among Asian countries and ninth in the world. Numbeo is reportedly the
world’s largest database of user-contributed data about cities and countries worldwide
factoring the cost of living, housing indicators, health care, traffic, crime and pollution.
The Metropolitan Manila Development Authority (MMDA) 2014, earlier said the
traffic situation in the metropolis is expected to get worse in the next 15 years. The
government’s “Roadmap for Transport Infrastructure Development for Metro Manila
and its Surrounding Areas” will be implemented until 2030, according to the MMDA.
The program aims to ease traffic congestion in mega Manila and improve mobility,
connectivity and quality of life of the residents.
(Biazon, 2012) The extent of the road network in the Philippines, when
measured in terms of road km per square km, road km per capita, and road km per
dollar of GDP per capita, is comparable with or better than many neighboring
developing member countries. However, when the quality of the road system is
considered the terms of percentage of paved roads and the percentage of roads in
good or fair condition, the Philippines lags well behind nearly all of its regional
neighbors and competitors. The major cause of the overall low quality of the road
network is poor and inadequate maintenance. This is the result of (i) insufficient
financial resources being made available for maintenance, and (ii) inadequate
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institutional capacity of agencies responsible for road maintenance. The high
prevalence of overloading of trucks also contributes to the low quality of the network.
Axle- load surveys conducted by the DPWH in 2005 showed that 11%–12% of all
trucks were overloaded. Lack enforcement of axle-load regulations compounds this
problem. In addition to the low quality of the road network, the poor state of repair of
much of the vehicle fleet and inadequate enforcement of traffic regulations are also
major contributors to the unsatisfactory status of road transport in the Philippines.
The poor quality of the road network is a contributing factor to the rising number
of road accidents. There were 14,794 recorded road accidents in 2008, a 28%
increase from 2007. Deaths from road accidents in the first half of 2009 reached 624,
which was 9% more than in the equivalent period in 2008. These figures may
underestimate the severity of the road accident problem, because in counting road
accident deaths the Philippines uses a definition of death as occurring within 24 hours
of a road accident, whereas the internationally accepted definition is death occurring
within 30 days of an accident.
Guerrero (2011), In addition, it is estimated that only about 10% of road
accidents are officially reported, although these are likely to include many of the most
serious accidents. In 2005, the national cost of road accidents in the Philippines was
estimated at $1.9 billion, equivalent to 2.8% of the country’s GDP. According to the
Department of Health, in 2008 road accidents became the fourth leading cause of
death in the Philippines

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Local Studies
In 2013, JICA said that traffic problems cost the Philippines P2.4 billion every
day in 2012.The same agency has already presented a proposal to the Benigno
Aquino government on how to improve the countries transportation system. The
proposal is packaged as a “dream plan” and outlines short-term and long-term
developments. If and when implemented, it will cost the government around P2.3
trillion.
Many studies have been written on the economic costs of congested traffic, and
they usually consider such factors such as cost of traffic value of time lost due to delay,
fuel prices, vehicle operating costs, effects on health, and greenhouse gas emissions.
The following are the busiest roads in Metro Manila mainly comprised of highways
and streets forming its circumferential and radial road network:
1) C-3 (Araneta Avenue, Gil Puyat Avenue, Ayala Avenue)
2) C-4 (EDSA, Samson Road, Letre)
3) C-5 (C.P. Garcia, E. Rodriguez, Katipunan)
4) R-1 (Roxas Boulevard, Bonifacio Drive)
5) R-2 (Taft Avenue)
6) R-7 (España Avenue, Quezon Avenue
7) R-5 (Legarda Street, Ramon Magsaysay, Shaw Boulevard, Pasig Boulevard)
8) R-6 (Aurora Boulevard, Marcos Highway)
9) Gil Puyat Avenue

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10) Ortigas Avenue
11) R-7 (Espana Boulevard, Quezon Avenue, Commonwealth Avenue)
12) R-9 (Rizal Avenue, McArthur Highway).
In a report posted on Rappler written by Katerina Francisco (2014), professor in
the University of the Philippines (UP) Jose Regin Regidor was quoted as saying that
the wasted productivity hours because of traffic is equal to a monetary value that could
be used for other things, such as earning extra income or spending more time with the
family. JICA’s P2.3-trillion infrastructure road map to decongest Metro Manila involves
the establishment of new infrastructure and improving traffic management. New roads
and expressways will be built, and this is intended to improve accessibility to rail
systems, traffic enforcement and education. The public transport system will also be
improved, and in the process, the country will be able to cut its traffic losses and even
generate revenues.
According to Flores (2015), The demand for mass transit in the Philippines is
seen to increase by 2030 to 7.4 million passengers a day by 2030.
There is no arguing that there is a need for reliable mass transport services that
can adequately serve all these passengers. Based on surveys, public transport
accounts for 69% of the total number of trips taken in Metro Manila every day.
Currently, buses and jeepneys are the main modes of public transportation,
accounting for 71% of trips.

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In its proposed roadmap for 2030, the Japanese agency stressed the need for
an integrated urban mass-transit network, with an efficient railway
system making up a large part of the public transport mix. JICA said railways should
ideally take up a 41% share of the overall transport system, with jeeps and buses at
33% and cars at 26%.
The problem of road congestion is that congestion is a real social problem that
needs to be resolved because of its serious effects. In a nutshell, it isolates people
from their various activities such as business, recreation, and family time. Generally,
congestion results in a less productive work force. Except when they commit the
dangerous and potentially fatal mistake of talking to someone on their mobile phones,
drivers are not very productive while commuting.
In the Philippines where majority of employee take public transport, people use
the time they’re stuck in traffic to call work, issue instructions or clarify issues, but on
the whole, everyone ends up tense, frustrated and already tired when they get to
work.
Congestion also adds to the country’s air pollution. This is because congestion
leads to increased fuel consumption and automobile emissions as vehicles are forced
to operate less efficiently. More cars on the road also mean increased greenhouse
gas emissions, which in turn could lead to health costs.
The JICA report said greenhouse gas emissions are expected to increase to
5.72 million tons a year in 2030, compared to 4.7 million tons a year in 2012
(Wikipedia)
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Congestion caused by unexpected events can also lead to higher statistics of
vehicular accidents. When traffic incidents occur, congestion often appears in places
where motorists do not expect it. Rubbernecking and conflicts with emergency
vehicles also serve to exacerbate the problem.
In the meantime, construction and road work create unexpected changes in
highway alignment and other features. By reducing how long traffic incidents and road
work operations last, congestion can be reduced and reliability and commuter safety
can be improved.
Locsin (2015) further stated that The Philippines is the fifth country in the world
with the worst traffic conditions, according to the online database Numbeo. The
Philippines had a traffic index score of 201.31 based on Numbeo’s Traffic Index for
Country 2015 Mid-Year report.
Traffic Index is a composite index of time consumed in traffic due to job
commute, estimation of time consumption dissatisfaction, carbon dioxide consumption
estimation in traffic, and overall inefficiencies in the traffic system. Based on reports,
Metro Manila’s last major road rehabilitation program was implemented some 20 years
ago.
Various peripheral improvements in the metropolis have been implemented
since then, but population growth and the commercial and economic development
have also ensured that more business establishments use EDSA than ever before.
Compounding the road situation in Metro Manila is a poor drainage system. Whenever
the rains come, commuters are often trapped for long hours in traffic.
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Spokespersons from the Department of Public Works and Highways said that
it was doing flood mitigation plans for Metro Manila. The government targets to pave
all national roads by 2015-2016.
While total reduction of congestion is next to impossible in the Philippines,
consistent and serious efforts to improve transportation infrastructure for Metro Manila
including much delayed mass transport systems can translate to genuine benefits.
Such benefits include increased productivity and perhaps a healthier metropolitan
population who have to contend with less stress and air pollution.
Synthesis
This study synthesizes different ideas and measures to ease traffic congestion
not only in Western Bicutan but in entire nation and even in other countries. The
business community in the Philippines is all for investing on transportation
infrastructure to reduce congestion and lower costs associated with traffic jams.
Continued procrastination over road and other infrastructure projects that should have
been implemented long before will only leader to higher productivity losses.
It has been suggested by some commentators that the level of congestion that
society tolerates is a rational (though not necessarily conscious) choice between the
costs of improving the transportation system in infrastructure or management) and the
benefits of quicker travel. Others link it largely to subjective lifestyle choices,
differentiating between car-owning and car-free households.

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Road rage is aggressive or angry behavior by a driver of an automobile or other
motor vehicle. Such behavior might include rude gestures, verbal insults, deliberately
driving in an unsafe or threatening manner, or making threats. Road rage can lead to
altercations, assaults, and collisions which result in injuries and even deaths. It can
be thought of as an extreme case of aggressive driving.
According to Gilbert Felongco in an article posted on Gulf News, congestion
appears to be worsening in the Philippines as wealthier Filipinos buy more vehicles
and enjoy their improved spending power. Arsenio Balisacan, Director General of the
National Economic Development Authority, said that the Philippines loses P2.4 billion
(Dh204 million) per day in potential income as a result of traffic congestion problems
and lost productivity.
Also, for a minute, suppose that 30,000 vehicles pass through each of main
thoroughfare every day and each vehicle is able to save one liter of fuel per day due
to congestion reduction. If fuel is priced an average of P45 /L, then this is easily
equivalent to savings of 1,425,000 P per day per road. For 12 roads and assuming to
include only travel on weekdays, the total savings per year can be computed as
P4.212 billion. In response to constantly mounting criticism, however, the Philippine
government said that relief is underway. It said that the main focus of efforts is to ease
traffic flow in EDSA, Metro Manila’s main thoroughfare. There is also a campaign to
remove unregistered buses from city roads, and to move the terminals of provincial
buses away from EDSA. The government plans to build the north and south terminal
so that buses plying provincial routes do not have to take the EDSA route.
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Chapter 3
Research Methodology
This chapter provided the discussion on the methods and techniques used in
the study, population frame and sampling scheme, description of the respondents,
research and validation of the instruments utilized, procedures in data gathering
and statistical treatment employed in the analysis and interpretation of data.
Research Design
This study used the descriptive method of research that is designed to assess
the causes leading to traffic congestion in the City of Taguig from calendar year
January 2015 to December 2018.
According to Manuel and Medel (1976), Descriptive Research describes what
is. It involves the description, recording, analysis and interpretation of the present
nature, composition or processes of phenomena. The focus is on prevailing
conditions, or how a person, group, or thing behaves or functions in the present. It
often involves some type of comparison and contrast.
Moreover, it may be defined as a purposive process of gathering, analyzing,
classifying, and tabulating data about prevailing conditions, practices, beliefs,
process, trends and cause and effect relationships and then making adequate and
accurate interpretation about such data with the aid of statistical method.
This particular method and technique was chosen because it allowed
quantitative and qualitative description of current status, traits, nature and

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characteristics of the respondents. It also described and presented both factual and
practical information that were used to evaluate conditions. Further, it also revealed
significant differences of the conditions under study.
The objective of descriptive method of research is to gather information about
the current condition, its emphasis to describe the present existing situations rather
than to judge or interpret (Creswell, 2009). Thus, this method is highly significant to
the present study as it assess the current situations on the causes leading to traffic
congestion in main thoroughfare of Taguig City.
Descriptive method also attempts to accurately describe or characterize an
individual or group’s attitudes, behaviors or characteristics. In other words, it may be
defined as a purposive process of gathering, analyzing, classifying, and tabulating
data about prevailing conditions, practices, beliefs, processes, trends and cause and
effect relationships and then making adequate and accurate interpretation about
such data with the aid of statistical method.
Population and Sampling Technique
The researcher has two (2) groups of respondents: the first group of
respondents will be the Traffic Enforcers such as the Traffic Management Office
and traffic officers of Metro Manila Development Authority who are assigned along
main thoroughfare of the City of Taguig and road users which comprise of drivers
and commuters of public utility vehicles with a route passing the main thoroughfare
of the City of Taguig. The first group of the respondents will be one hundred (100)
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Traffic Enforcers; the second group of respondents will be one hundred (100)
drivers and commuters.
The sample technique will be used to determine the number of respondents
will be purposive sampling for the first group of respondents and snow ball sampling
for the second group of respondents.
Research Instrument
Survey Questionnaire. The researcher utilized his self- constructed and
administered survey questionnaire that served as a major tool of the study. It is
divided into two parts. The first part is the demographic profile of the respondents
such as the age, sex, civil status and highest educational attainment, and the
second part was divided into two major sub-parts: first, will be focused on the
causes leading to traffic Congestion in major roads of Taguig City which includes
the road conditions, traffic enforcers, volume of vehicles, terminal, illegal loading
and unloading; and second is focus on the measure can be proposed to address
the causes leading to traffic Congestion along main thoroughfare of Taguig City.
Interview. The researcher will be asked formal inquiries to the two groups of
respondents as well as to his adviser and some knowledgeable persons who will
be made contributions on how to enrich and enhance the present study.
Library Research. The researcher will go to national and different local
government as well as higher academic institutions’ libraries in order to obtain
reliable, essential and necessary information pertaining to the main topic of the
study.
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Internet Research. The researcher will use other websites through the internet
in order to gather some reliable data or information that help in acquiring accurate
data.
Validation of Instruments
The researcher will be presented his self-constructed survey questionnaire
to his adviser and to some professionals who were very knowledgeable in research
study pertaining to the subject matter for suggestions, comments, clarifications and
corrections.
Procedure in Gathering Data
The researcher will be undertook the following procedures in gathering the
data:
1. The researcher identified the issues and concerns pertaining to the theme of the
study through gathering, analyzing, interpreting, and reviewing the information
gathered through essential documents and other information
2. Secure approval to conduct study from adviser, chairman of the panelists, and
from other concerned authorities;
3. Frequent consultation from the advisers and conducted interviews to some
person who are very knowledgeable in the research study for additional insights
and corrections;
4. Formulation of the survey questionnaires;
5. Validation of survey questionnaires from other concerned authorities for
approval and some corrections;

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6. Conducting of pre-test for strengthening the survey questionnaires;
7. The researcher had distributed and retrieved the survey questionnaires from the
respondents; and,
8. The researcher secured and consolidated all research findings and presented to
the advisers for guidance, corrections and approval.
Statistical Treatment
The quantitative data obtained through the conduct of survey was analyzed
and evaluated using the following statistical treatment:
1. Frequency. This was utilized to determine the actual number of respondents to
specific questions or items in the questionnaire.
2. Percentage. The percentage formula was used to analyze and evaluated the
data on the profile of the respondents according to each description.
Formula:
𝐹
P = 𝑁 x 100%
Where:
F = number of respondents under particular category (Frequency)
N = Number of respondents (Samples)
P = Percent
3. Mean was used to determine the central tendency in relation on the assessment
of the respondents that focused in the study.

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Formula:
∑ 𝑓𝑥
M= 𝑁
Where:
M = mean
𝑓 = 𝑓𝑟𝑒𝑞𝑢𝑒𝑛𝑐𝑦 ∑ =
Summation
X = weight of each value scale
N = Total number of respondents
4. Four-point Scale. The researcher used the four point likert’s scale in rating the
responses of the three
The verbal interpretations and numerical means ranges:
Mean Point Compliance Proposed Measures
Scale Value
3.26 – 4.00 4 Strongly Agree Highly Recommended
2.51 – 3.25 3 Agree Recommended
1.80 – 2.50 2 Disagree Less Recommended
1.00 – 1.79 1 Strongly Disagree Not Recommended
5. T- Test. this was used to determine the significant difference of the two groups
of respondents.
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Following is the T-test formula:
Where:
x1¯ = Mean of first set of values
x2¯ = Mean of second set of values
S1 = Standard deviation of first set of values
S2 = Standard deviation of second set of values
n1 = Total number of values in first set
n2 = Total number of values in second set

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Reference
Brown, D. A. (2014). Inferno. United States: Doubleday Publication.
Bass, C. B. (2010). Managing urban traffic congestion. United States: Carbondale

Publication.
Delizo, D. B. (2009). Traffic management and accident investigation Manila:

Wiseman Publication.
Ford, I.B. (2015). Traffic in towns. United Kingdom: MIT Press.
Levinson, H.S. (2015). Road traffic congestion. Manila: Rex Publication
Ford, R.R., & Eddington, R. (2015). Road and rail networks. American
Journal on Traffic Congestion, 65, 4444-433.
Jain E.T.,et. al. (2014). Free-flow traffic theory. Free-Flow Theory Journal, 68,
8722-424
Kathira et al., (2010). Great chinese gridlock of 2010 asia. New york times, 32,
3214-432
Kerner,K.E. (2014). traffic congestion in texas. National Statistics Office, 22, 3284-
324
McMillan R.E., (2015). Traffic congestion and control system. Public library
revitalization in Italy, 68, 9362-412
Newman, W.T., & Kenworthy E.C. (2012). Tactics summarized as economic.

National American Journal, 89, 3183-312
Nowaskaski et. al., (2012). Transportation equity act for 21st century on the cost of
road traffic congestion. New Scotland Journal, 31, 3233-422
City of Taguig
Graduate School 52
Soliven, P., & Francisco, S. (2012). Impact of traffic congestion in the economy
philippines. National Library of the Philippines, 37, 8700-032
Waze, P., (2011). Metro Manila: Worst in terms of traffic congestion worldwide.
National Library of the Philippines, 12, 9372-213
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http://kessay.com/essays/management/a-comparison-of-taylor-and-fayols-
management.php/
Hong-Wei and John. (2013). The strategic management theory. Retrieved from
http://scholarworks.waldenu.edu/
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http://www.coursehero.com
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Thorsten Sellin. (1938). The culture conflict theory. Retrieved from

http://canmedia.mcgrawhill.ca/
City of Taguig
Graduate School 53
Survey Questionnaire
Title: Factors Affecting Traffic Congestion in East Service Road Western

Bicutan Taguig City
Dear Respondent:
As part of the requirements for the degree Master of Science in Criminal Justice, the
researcher is currently conducting a thesis entitled “Causes Leading to Traffic
Congestion in Main thoroughfare of Taguig City: Input towards an improve Traffic
Management Scheme”. In line with this, the respondent’s answers on the constructed
survey questionnaire will be treated with utmost confidentiality and will be served only
for study purposes.
Thank you!
Researcher
Part l. Profile of the Respondents
Instruction: Please check (√) the appropriate box that corresponds to your
answer.
Instruction: Please check (√) the appropriate box that corresponds to your
answer.
Name (Optional) ______________________________________
Categories: Traffic Enforcer Road User
Age: 18 – 28 40 – 50
29 – 39 51 and Above
ge:
City of Taguig
Graduate School 54
Sex: Female Male
Civil Married Single Others:_________

Status:
Widowed Separated
Highest Educational Attainment:

Elementary College Graduate With Ph. D Unit
High School Grad With Master Unit Ph. D Grad
College Level Master Graduate Llb.
Part II. To what extent the causes leading to traffic Congestion in main thoroughfare
of Taguig City:
TABLE OF EQUIVALENT
4 Strongly Agree
3 Agree
2 Disagree
1 Strongly Disagree
A. Road Conditions
Indicators 4 3 2 1
1. The road is narrow.
2. It is not well cemented/splat.
3. There are no traffic cone
4. Uneven road surface
5. Too much intersections
B. Loading and Unloading

Indicators 4 3 2 1
1. There are no proper loading and unloading areas in
the road.
2. There are no signages for loading and unloading
area.
City of Taguig
Graduate School 55
3. Drivers are not obeying the loading and unloading

signage.
4. Drivers are not load and unload passengers in the
proper place.
5. There is no proper loading and unloading that cause
traffic.
C. Terminal
Indicators 4 3 2 1
1. There are no proper terminals along the road.
2. The locations of the terminal are not away from the
main road and it cause traffic.
3. Drivers are allowed to fetch passenger anywhere in
the road instead only in the terminal.
4. Public Utility Vehicle is allowing having a full stop in
the terminal.
5. In the terminal, Jeepneys are not properly parked.
D. Traffic Enforcers
Indicators 4 3 2 1
1. The traffic enforcers assigned are not enough to
strictly implement traffic rules and regulations.
2. Traffic enforcers are not visible in every corner of the
road perform their task.
3. The traffics enforcers are not posting in the traffic
prone.
4. Enforcer doesn’t have enough proper skills to
enforce traffic.
5. They are not responsive to solve traffic problems.
E. Volume of Vehicles
Indicators 4 3 2 1
1. There are no controls to vehicle to pass in the said
road.
2. Cargo trucks and vans are not in time schedule to
pass by in the said road to avoid heavy traffic.
3. There is no coding for private vehicle to pass in this
road.
City of Taguig
Graduate School 56
4. Vehicle allowed to pass in this road even not

registered.
5. Old model vehicle that cause traffic is allowed in the
road.
Part III. What measure can be proposed to address the causes leading to traffic
congestion in main thoroughfare of Taguig City as assessed by the two groups of
respondents in terms of:
TABLE OF EQUIVALENTS
4 Highly Recommended
3 Recommended
2 Less Recommended
1 Not Recommended
A. Road Conditions and Signage

Indicators 4 3 2 1
1. The road must be widening.
2. It should be well cemented.
3. There should be a traffic
cone
4.There must be spalting of
uneven road surface
5. There must be a new traffic
scheme along intersections
(alternate route, construction
of new roads, flyover)
B. Loading and Unloading

Indicators 4 3 2 1
1. There should be a proper
loading and unloading areas in
the road.
City of Taguig
Graduate School 57
2. There should be a signage

for loading and unloading
area.
3. Drivers must obey the
loading and unloading
signage.
4. Drivers must load and
unload passengers in the
proper place.
5. The proper loading and
unloading area must be in a
place that cannot cause traffic.
C. Terminal
Indicators 4 3 2 1
1. There should be a proper
terminals along the road.
2. The location of the terminal
should be away from the main
road to avoid traffic.
3. Drivers should be strictly not
allowed to fetch passenger
anywhere in the road instead
only in the terminal.
4. Public Utility Vehicle should
only allow to have a full stop in
the terminal.
5. In the terminal, Jeepneys
should be properly parked.
D. Traffic Enforcers
Indicators 4 3 2 1
1. There must be enough of
traffic enforcers assigned in
road to strictly implement
traffic rules and regulations.
2. Traffic enforcers must be
visible in every corner of the
road perform their task.
City of Taguig
Graduate School 58
3. They should man carefully

the traffic prone parts of the
road.
4. Enforcers must have proper
skills to enforce traffic.
5. They should have a quick
knowledge to solve traffic
problems.
E. Volume of Vehicles
Indicators 4 3 2 1
1. There should be a control to
vehicle to pass in the said
road.
2. Cargo trucks and vans must
have a time schedule to pass
by in the said road to avoid
heavy traffic.
3. There should be a coding
for private vehicle to pass in
this road.
4. Vehicle allowed to pass in
this road should only the
registered one.
5. Old model vehicle that
cause traffic must not allowed
in the road.

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The Problem And Its Background

Traffic congestion is a condition on transport networks that occurs as use

to drivers becoming frustrated and engaging in road rage.

Traffic congestion occurs when a volume of traffic or modal split generates

termed saturation. There are a number of specific circumstances which cause or

road work and weather events

Congested roads can be seen as an example of the tragedy of the commons.

into a jam, when demand becomes limited by opportunity cost. Privatization of

congestion through economic incentives and disincentives. Congestion can also

happen due to non-recurring highway incidents, such as a crash or road works,

which may reduce the road's capacity below normal levels.

Rush hour traffic congestion is inevitable because of the benefits of having

a relatively standard work day. In a capitalist economy, goods can be allocated

either by pricing (ability to pay) or by queuing (first-come first- served); congestion

is an example of the latter.

Instead of the traditional solution of making the "pipe" large enough to

either by widening roadways or increasing "flow pressure" Via automated highway

systems, Downs advocates greater use of road pricing to reduce congestion a

demand-side solution, effectively rationing demand, in turn plowing the revenues

generated there from into public transportation projects (Downs, 2011).

According to experts, this is due to the accelerated rate of motorization

According to a survey by Waze (2015), traffic congestion in Metro Manila is

beating the red light, and wrong-way driving.

Traffic congestion in Metro Manila is caused by the large number of

registered vehicles, lack of roads, and overpopulation, especially on Manila,

Pateros and Caloocan. Traffic caused losses of ₱137,500,000,000 on the economy

The Japan International Cooperation Agency (JICA) feared that daily

be controlled. John Forbes, senior advisor of the American Chamber of Commerce

of the Philippines warns of Metro Manila’s risk of becoming “uninhabitable” by 2020

if vehicles continue to increase while roads and infrastructure remain the

productive. Only in the Philippines (Carmudi, 2016).

this include Private encroachments; Commercial / religious establishment's location

coordination among various govt. departments (e.g. digging of roads by telecom/

Service Road at Western Bicutan, C5 intersections of Mckinley Hill and Cayetano

the said places.

Background of the Study

by Muntinlupa City to the south, Parañaque to the southwest, Pasay to the

border of Taguig with Pasig City.

Muntinlupa City. This Road is connected to Western Bicutan, Pae (intersection of

DaangHari up to Sucat and Alabang.

connects the intersections at Waterfun Barangay Pinagsama, the Cayetano

traffic congestion as a result of heavy volume of different vehicles from different

In particular, there were reasons to consider in causing traffic congestions

stand by along the road to wait for passengers.

counter flow mostly by motorcycle, illegal parking and road accidents.

The following were the result of this traffic congestion:

 Wasting time of motorists and passengers ("opportunity cost"). As a non-

productive activity for most people, congestion reduces regional economic

education, resulting in lost business, disciplinary action or other personal losses.

to travel "just in case", and less time on productive activities.

increased idling, acceleration and braking.

and braking, leading to more frequent repairs and replacements.

 Emergencies: blocked traffic may interfere with the passage of emergency

vehicles traveling to their destinations where they are urgently needed.

neighborhood amenity and real estate prices.

 Higher chance of collisions due to tight spacing and constant stopping-and-

violations like driving without license, unregistered or expired registration and

thoroughfare of Taguig City: Basis for an Action Plan.

retaining competent employees in the appropriate profession. Among other

incentives providing an effective working environment, attractive and competitive

reward employee packages are necessary to attract and retain competent

employees. Organizations should plan, implement, and coordinate opportunity for