MARCH 26, 2020

TECHNOLOGICAL INSTITUTE OF THE PHILIPPINES

938 AURORA BLVD., CUBAO, QUEZON CITY

CE 408

TRANSPORTATION ENGINEERING

FINAL REPORT

PLANNING OF TRANSPORTATION SYSTEM FOR THE MUNICIPALITIES OF

ALFONSO, MENDEZ, AMADEO, AND CITY OF TAGAYTAY, PROVINCE OF CAVITE

Abeleda, Michael Jose A.

Bahia, Glenn Matthew S.
Calumpong, Cyrus R.
Monterico, Glady Ann P.
MARCH 26, 2020

TECHNOLOGICAL INSTITUTE OF THE PHILIPPINES

938 AURORA BLVD., CUBAO, QUEZON CITY

ATTENTION: MR. HERNANDO GOZON, JR.

(FACULTY-CE DEPT)

SUBJECT: PLANNING OF TRANSPORTATION SYSTEM FOR THE

MUNICIPALITIES OF ALFONSO, MENDEZ, AMADEO, AND CITY OF TAGAYTAY,
PROVINCE OF CAVITE

Gentlemen:
As a Requirement in order to complete the course in CE400-HIGHWAY
ENGINEERING, we are submitting here with our report on the PLANNING OF
TRANSPORTATION SYSTEM FOR THE MUNICIPALITIES OF ALFONSO,
MENDEZ, AMADEO, AND CITY OF TAGAYTAY, PROVINCE OF CAVITE.

This Report Consists of:

 Covering Letter  Appendix

 Narrative Report  References

Respectfully Submitted by:

Abeleda, Michael Jose A. Calumpong, Cyrus R.

Bahia, Glenn Matthew S. Monterico, Glady Ann P.

PRELIMINARY PHASE
 PROFIT OF THE PROJECT LOCATION

PROFILE OF THE LOCATION

The location of the project is shown on Figure 1-1. The project is

located within the lower part of the province of Cavite, approximately

having 21 kilometers from southwest of Metro Manila. It is also one of the

most industrialized and fastest growing provinces in the Philippines having

a population of almost 4 million residents making it the most populated

province in the Philippines.

Figure 1-1. Google Map of the Province of Cavite

ALFONSO, CAVITE

Area
• Total: 66.58 km2
Population (2015 census)
• Total: 51,839
Time zone: PST (UTC+8)
ZIP code: 4123
IDD area code: +63 (0)46
Income class: 1 s t class

Alfonso is a landlocked municipality in the

coastal province of Cavite. The municipality

has a land area of 66.58 square kilometers or 25.71 square miles which constitutes

4.23% of Cavite's total area. Its population as determined by the 2015 Census was

51,839. This represented 1.41% of the total population of Cavite province, or 0.36% of

the overall population of the CALABARZON region. Based on these figures, the

population density is computed at 779 inhabitants per square kilometer or

2,016 inhabitants per square mile. According to the 2015 Census, the age group with

the highest population in Alfonso is 15 to 19, with 5,037 individuals. Conversely, the age

group with the lowest population is 75 to 79, with 611 individuals. The population of

Alfonso grew from 17,477 in 1960 to 51,839 in 2015, an increase of 34,362 people. The

latest census figures in 2015 denote a positive growth rate of 1.25%, or an increase of

3,272 people, from the previous population of 48,567 in 2010.

AMADEO, CAVITE

Area
• Total: 43.27 km2
Population (2015 census)
• Total: 31,529
Time zone: PST (UTC+8)
ZIP code: 4121
IDD area code: +63 (0)46
Income class: 1 s t class

Mendez, formerly known as Mendez-

Nuñez, is a landlocked municipality in the

coastal province of Cavite.

The municipality has a land area of 43.27 square kilometers or 16.71 square miles

which constitutes 2.75% of Cavite's total area. Its population as determined by the 2015

Census was 31,529. This represented 0.86% of the total population of Cavite province,

or 0.22% of the overall population of the CALABARZON region. Based on these figures,

the population density is computed at 729 inhabitants per square kilometer or

1,887 inhabitants per square mile. The municipal center of Mendez is situated at

approximately 14° 8' North, 120° 54' East, in the island of Luzon. Elevation at these

coordinates is estimated at 526.5 meters or 1,726.8 feet above mean sea level.

AMADEO, CAVITE

Area
• Total: 36.92 km2
Population (2015 census)
• Total: 37,649
Time zone: PST (UTC+8)
ZIP code: 4121
IDD area code: +63 (0)46
Income class: 1 s t class

Amadeo is a landlocked municipality in the

coastal province of Cavite. The municipality

has a land area of 36.92 square kilometers or 14.25 square miles which constitutes

2.35% of Cavite's total area. Its population as determined by the 2015 Census was

37,649. This represented 1.02% of the total population of Cavite province, or 0.26% of

the overall population of the CALABARZON region. Based on these figures, the

population density is computed at 1,020 inhabitants per square kilometer or

2,642 inhabitants per square mile. Amadeo has 26 barangays. The population of

Amadeo grew from 10,560 in 1960 to 37,649 in 2015, an increase of 27,089 people.

The latest census figures in 2015 denote a positive growth rate of 2.27%, or an increase

of 4,192 people, from the previous population of 33,457 in 2010. According to the 2015

Census, the age group with the highest population in Amadeo is 5 to 9, with 3,461

individuals. Conversely, the age group with the lowest population is 75 to 79, with 441

individuals.
TAGAYTAY CITY

Area
• Total: 65.00 km2
Population (2015 census)
• Total: 71,181
Time zone: PST (UTC+8)
ZIP code: 4121
IDD area code: +63 (0)46
Income class: 1 s t class

Tagaytay is a landlocked component city in

the coastal province of Cavite. The city has

a land area of 65.00 square kilometers or 25.10 square miles which constitutes 4.13%

of Cavite's total area. Its population as determined by the 2015 Census was 71,181.

This represented 1.94% of the total population of Cavite province, or 0.49% of the

overall population of the CALABARZON region. Based on these figures, the population

density is computed at 1,095 inhabitants per square kilometer or 2,836 inhabitants per

square mile. According to the 2015 Census, the age group with the highest population

in Tagaytay is 5 to 9, with 7,111 individuals. Conversely, the age group with the lowest

population is 75 to 79, with 485 individuals. The city center of Tagaytay is situated at

approximately 14° 7' North, 120° 58' East, in the island of Luzon. Elevation at these

coordinates is estimated at 559.7 meters or 1,835.8 feet above mean sea level.

 PLANNING OF A HIGHWAY PROJECT

1. Situation Definition

The process by which new highways and other

transportation facilities along with the improvements to the old

facilities are systematically designed, adequately tested, and their

future construction is properly programmed in urban territories. Now

we are going to apply basic elements of transportation upon urban

highway planning.

2. Problem identification

The problem in the said project location (Municipality of

Alfonso, Amadeo, Mendez and the City of Tagaytay) is the

transportation and the traffic. As we’ve notice while observing in the

area, most of the residence of the said municipality and city were

going to manila and vice versa to the said municipality and city and

the roads of the said municipality and city consists of 2-4 lanes

only.

Some of the transportation vehicle were not following rules

that can also cause a traffic and delays and most of the people are

crossing the streets without using the pedestrian crossing that can
 cause accidents.

3. Determination of solution to each problem

As we will observe around the area, we will gather some

data and will come up with solutions that can help us in the

situation. The solution we’ve come up is to create a new route

around the area. A straight new route which consists of 2 lanes

each and has a distance of 5 kilometers with proper signs, width of

the road and safety of the road

4. Analysis of each solution to each problem using the gathered data

As we’ve come up a solution, we will solve it and analyze it if

the solution we’ve come up is suitable to the problem we had using the

data we’ve gathered while observing the area in the Municipality of

Alfonso, Amadeo, Mendez and the City of Tagaytay

5. Evaluation of solution to each problem

 We come up with various of solutions and analyze it with

each problem we had if the solution is suitable with the problem.

After we analyze, our group did the evaluation or voting of the best

solution that is suitable with the problem we had.

6. Choice of best solutions

After evaluating the solutions, we chose the solution with the

highest evaluation.

7. Implementation of the chosen solution

After we chose the best solution, we started implementing it to

the process and to the project location and check whether it is suitable

to the said proposal.

PROCESS OF DETERMINING TRANSPORTATION LOCATION

1. Office Works

This where all start. The inside office was all the planning

and decisions were made and it has two parts, the existing maps

and the history data. The existing of maps and the history of data is

for data gathering for the project which is in the Municipality of

Alfonso, Amadeo, Mendez and the City of Tagaytay.

2. Reconnaissance Survey

The reconnaissance survey is data gathering in the field.

While we are observing the project location, we did some survey in

there and come up with different solutions. Solutions were like a

route for example, solution 1 is for route 1, solution 2 is for route 2,

and so on. And chose among the best solution to the problem.

3. Preliminary Location Survey

The Preliminary Location Survey is for stationing and

designing of curves. As we are surveying the location, we are also

data gathering of how long is the new route and also its curves and

after that we did some solving of how many stations we will had for

its length and calculating how many stakes we will put to every

stations.
4. Preliminary Location Survey

The Preliminary Location Survey is for stationing and

designing of curves. As we are surveying the location, we are also

data gathering of how long is the new route and also its curves and

after that we did some solving of how many stations we will had for

its length and calculating how many stakes we will put to every

station.

5. Final location Survey

The Final Location Survey is where you will start and finish

your construction and usually called the location, constitutes a

continuous operation; or, in other words, the survey operation goes

on from the start of the project through to the end of the actual

construction. The location survey consists of establishing the

approved layout in the field, such as providing the alignment,

grades, and locations that will guide the construction crew.

FINAL PHASE
 TRIP GENERATION
A trip generation model expresses the relationship between the socio-economic factors

of the population or the households in the area and the number of trips produced from

the area in one day. Another common form of trip generation model that represents this

relationship is the cross-classification table. A cross-classification model is one type of

model used to determine trip productions. This model is based on estimating the

response (e.g., the number of trip productions per household for a given purpose) as a

function of the household characteristics. Trip rates are derived empirically from travel

surveys with the same household characteristics. Cross-classification is based on

grouping the households in different strata; for example, a specific cell is based on

household size and household income. The trip production rate for that specific cell then

is the total number of trips in that cell divided by the number of households that exhibit

the same household characteristics. The relationship can be equated as:

where

h: households with a particular combinations of characteristics

th: trip rate for purpose p made by members of households of type h

Th: total number of trips by purpose p made by households in cell h

Hh: number of households in cell h

The trips generated by the study zone are divided into 8 major purposes. (1) To Home, (2) To

Work, (3) To School, (4) To Private Business, (5) To Employer’s Business, (6) To Medical, (7)

To Shopping, and (8) To Church. The categorization of the household characteristics defines

the set of attributes that will be associated with a household, for a particular trip purpose. For

these 8 purposes, the following characteristics are used:

(1) To Home - Household size vs Household income

(2) To Work - Occupation type vs Household Income

(3) To School - Student type vs Household Income

(4) To Private Business - Household size vs Household income

(5) To Employer’s Business - Household size vs Household income

(6) To Medical - Household income vs Car availability

(7) To Shopping - Household size vs Household income

(8) To Church - Household size vs Car availability

TRIP DISTRIBUTION ANALYSIS
It is assumed that high correlation means that the coefficient of determination ranges

from 0.7 up to 1.0. For the “To Home” trips – for the trip production, it can be seen from

Table 1 that only X1 and X2 qualified for high correlation with the dependent variable –

but since the second guideline for the elimination of redundancy among the variables

had to be followed – X1 and X2 should not be in the same equation (i.e., the variables

are perfectly related with each other having a coefficient of determination of 1.0). In line

with this, it can be concluded that the regression should be having two models (i.e.,

linear) which are: the dependent variable P and X1 and the dependent variable P and

X2. Consequently, the researchers had chosen the better equation – that is, the one

with the higher coefficient of determination. For the “To Home” trips – for the trip

attraction, only the variables, workers per zone and students per zone qualified for

having the high correlation with the dependent variable, trips attracted. Also, through the

second guideline, it can be said that the two independent variables were not highly

correlated so both variables could be in the same equation. With these two variables to

be related to the dependent variable, regression function of MS Excel is used. After

getting the multiple linear regression equation, the coefficient of determination should be

examined if it resulted to a high correlation – that is, having a value within the range of

0.7 to 1. The same procedure was done for “To Work” Trips. By looking at Table 1, it

can be said that the population and number of households were the independent

variables that yielded high correlation with the dependent variable, trips produced.

However, it was said earlier that these two variables were perfectly related – therefore,

these variables should not be found in the same equation. Again, the researchers just

used the better equation, which is the one with the higher coefficient of determination.
For the trips produced of the “To Work” trips, only the independent variable, X6 was

able to have a high correlation with the dependent variable – thus, the regression

equation would only have trips produced as the dependent variable and workers per

zone, as the independent variable. Same process was done for the To School, To

Private Business, To Employer’s Business, To Medical, To Shopping and To Church.

Generally, the first to observe was the values of the coefficient of determination that

defined the relationship of the dependent variable with the independent variables. This

is done by just looking at the second row of the correlation matrix or by just looking

directly at Tables 1 to 2. The next thing to look at is if the independent variables that

presented high correlation with the dependent variable are highly correlated among

each other. After the elimination of nuisance and redundant variables, regression

analysis would then be employed.

MODE CHOICE ANALYSIS
 Household Income shown in the tables are the categorization of the income brackets. These
brackets are:
1 Under 3,000
2 3,000-5,999
3 6000-9,999
4 10,000-14,999
5 15,000-19,999
6 20,000-29,999
7 30,000-39,999
8 40,000-59,999
9 60,000-99,999
10 100,000-149,999
11 150,000-199,999
12 200,000-over
 ROUTE ASSIGNMENT ANALYSIS
This study used two trip generation modelling techniques, namely: (1) regression

analysis; and (2) trip rate method. For the regression analysis, it has been observed that

the population per zone, number of households per zone, workers per zone, students

per zone and household head monthly income per zone are significant parameters for a

particular zone to produce and attract trips.

For the trip rate method, cross-classification tables are made for each purpose. Different

household characteristics are cross-classified for each purpose (i.e., household size and
household income for purpose ‘To Home’, or household income and occupation for purpose ‘To

Work’.) Results of the trip rate method illustrated the trip generation rates from different trip

purposes.
 APPENDIX
(PLANS AND DETAILED DRAWINGS)
 REFERENCES
(SOURCES OF DATA AND
METHODOLOGIES)
 https://www.philatlas.com/luzon/r04a/cavite/tagaytay.html
 https://www.philatlas.com/luzon/r04a/cavite/amadeo.html
 https://www.philatlas.com/luzon/r04a/cavite/alfonso.html
 https://www.philatlas.com/luzon/r04a/cavite/mendez.html
 https://en.wikipedia.org/wiki/Tagaytay
 https://en.wikipedia.org/wiki/Mendez_Nu%C3%B1ez,_Cavite
 https://en.wikipedia.org/wiki/Amadeo,_Cavite
 https://en.wikipedia.org/wiki/Alfonso,_Cavite
 https://en.wikipedia.org/wiki/Cavite
 https://cavite.gov.ph/home/cities-and-municipalities/
 http://www.calabarzon.dilg.gov.ph/cavite