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PART I
INTRODUCTION
1. Rationale and Backround
Traffic congestion is a condition on road networks that occurs as the use increases,
and is characterized by slower speeds, longer trip times, and increased vehicular queueing.
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 will adequately result in traffic 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 occurs when a volume of traffic or modal split generates
demand for space greater than the available road 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, or increase the number of vehicles required for a given volume of people or
goods. About half of U.S. traffic congestion is recurring, and is attributed to sheer weight
of traffic; most of the rest is attributed to traffic incidents, road work and weather events.
1
Traffic research still cannot fully predict under which conditions a "traffic jam" (as
opposed to heavy, but smoothly flowing traffic) may suddenly occur. It has been found
that individual incidents (such as accidents or even a single car braking heavily in a
previously smooth flow) may cause ripple effects (a cascading failure) which then spread
out and create a sustained traffic jam when, otherwise, normal flow might have continued
for some time longer.
To date, Traffic Congestion is common poblem. This traffic congestion greatly
affects the productive time of all people who uses the streets and highway on a daily basis.
Some of its negative effect were:
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 may be
attributed to increased idling, acceleration and braking.
Wear and tear on vehicles as a result of idling in traffic and frequent acceleration
and braking, leading to more frequent repairs and replacements.
2
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.
Therefore, many countries around the world adopted several traffic scheme, to
reduce or eradicate the said promlem like: Odd-Even Scheme, Carpooling, parking
restrictions, park and ride, traffic calming, road pricing, etc. Some countries even apply
mathematical theories.
In the Philippines, related studies identified the problem due to driver’s lack of
disipline. For example, some drivers felt “macho” when they beat the red light, barely
escaping an accident by the skin or felt important when they load/unload their passenger
in the middle of an intersection as if it is their own driveway or zoom down on a street
with total disregard for the safety of other people.
And as to pedestrians, their ignorance as to where they were suppose to tread. To
surmise, most of the traffic violation committed was performed consciously with total
disregard to all traffic rules and regulation.
3
2. Objective of the Study
To determine the existing Traffic Management Program relative to the operation
of Public Utility Vehicle in Olongapo City , its problems and to offer possible
recommendation for its improvement.
3. Significance of the Study
This study will benefit the City Planning and Development Office, the City
Engineering’s Office, The Office of Traffic Management and Public Safety, the
general public.
To the City Planning and Development Office and the City Engineering’s Office,
the findings will help them analyze the need for procurement, construction, installation
and maintenance traffic control devices to control the flow of traffic and parkings.
To the Office of Traffic Management and Public Safety, the findings will help to
revise the current practice by developing a standardized policies and procedure suited
to apprehend belligerent violators such as NO CONTACT APPREHENSION.
4
To the General Public, the findings will assure them of safe travel from their point
of origin to their respective destination and convenience to travel as a result of
smooth flow of traffic.
4. Scope of the Case Study
This study was focused on the Traffic Management Program relative to the operation of
Public Utility Jeepney in Olongapo City. The researcher asked 85 personnel involved in the
Traffic Enforcement Unit of olongapo City. It is unlikely that the result of this study can be
generalized to include other cities in the Philippines at this entails time and research work
beyond the capabilities of the researcher due to financial limitations.
5. Definition of Terms
The following terms are defined for better understanding and interpretation of
the report.
Carpool- An arrangement among group of automobile owners by which each
owner in turn drives the others or their children to and from a designated place.
5
City Ordinances- A law, a statute, a decree. An ordinance is a law enacted by a
municipal body, such as a city council or county commission (sometimes called county council
or county board of supervisors). Ordinances govern matters not already covered by state or
federal laws such as zoning, safety and building regulations.
Color Coding- the use of color scheme to deliniate the route of the Public Utility
Jeepneys.
Park and Ride– are car parks with connections to public transport that
allow commuters and other people wishing to travel into city centres to leave their vehicles and
transfer to a bus, rail system (rapid transit, light rail orcommuter rail), or carpool for the rest of
their trip. The vehicle is stored in the car park during the day and retrieved when the owner
returns. Park-and-rides are generally located in the suburbs of metropolitan areas or on the outer
edges of large cities.
Parking Restrictions- is responsible for on-street parking and the enforcement of
parking restrictions.
Pedestrians- is a person traveling on foot, whether walking or running. In some
communities, those traveling using roller skates orskateboards are also considered to be
pedestrians. In modern times, the term mostly refers to someone walking on a road or footpath,
but this was not the case historically.
6
Public Utility Jeepney- are the most popular means of public transportation in the
Philippines.
Rat Running- a small road, usually with houses along it, that drivers use at busy times
of the day in order to avoid traffic on the main roads.
Road Capacity- The maximum traffic flow obtainable on a given roadway, using all
available lanes, usually expressed in vehicles per hour or vehicles per day.
Road Pricing- Road pricing is a system of making drivers pay money for driving on
certain roads by electronically recording the movement of vehicles on those roads.
Traffic Calming- It is intended to slow or reduce motor-vehicle traffic in order to
improve the living conditions for residents as well as to improve safety
for pedestrians and cyclists.
Traffic Congestion- A condition in which road traffic is very slow with many queues
and traffic jams
Traffic Enforcer- is the one who enforces traffic laws in order to reduce traffic
collisions, their resulting injuries, and to facilitate the safe and expedient flow of vehicular and
pedestrian traffic. These efforts may result in safer roadways and streets, fewer fatalities,
injuries, and reduces property damage.
7
Traffic Jam- A traffic jam is a long line of vehicles that cannot move forward because
there is too much traffic, or because the road is blocked by something. It is a number of vehicles
blocking one another until they can scarcely move.
Traffic Management Program- The direction, control, and supervision of all functions
incident to the procurement and use of freight and passenger transportation services.
8
PART 2
RELEVANT STUDIES ON TRAFFIC MANAGEMENT
This part present literature and studies about Traffic Management
Program being adopted in the Philippines from different parts of the world.
Olongapo is one of the busiest city in the country, and it is also known for strict
adherence of policies and ordinances where officials and residents should obey.
The city has an organized road network, featuring a series of rectangular street grids. In
the city's main district, the names of those streets running from North to South follow the
English alphabet's order. While streets running East to West are numbered from 1st to 27th,
starting from the South parallel and up. Even streets are on the East side of the City while the
Odd streets are on the West. Most of the roads in Olongapo are made of concrete and asphalt.
Olongapo City is the birth place of the color coding system. It is the first ever city where
the implementation started and successfully favored by the citizens.
Color coding is one of the best ordinances that was pushed through by the officials. It is
the one that made the city unique and known for.
Jeepneys are one of the most used form and the most convenient type of transportation
system because of cheap fare and it is easily seen in the roads of the city. Jeepneys also have a
specific color pertaining to the route it takes and travels, this system is called color coding
scheme. Color Coding Scheme is a very effective way of organizing and managing the public
9
transportation by means of putting on color to each type of public vehicle depending on the
route they take. It fascinates everyone especially the tourists that see it. It greatly contributes to
the easy administration of transportation facilities.
Stakeholders have been invited to a focus group discussion (FGD) on transport and
traffic management in connection with the study commissioned by the Olongapo City
Government.
The city government has sought the assistance of the University of the Philippines-
National Center for Transportation Studies (UP-NCTS) to formulate a comprehensive
transportation and traffic management plan for Olongapo City.
Councilor James “Bugsy” delos Reyes, Committee on Transportation and Traffic
Management chairman explained that under the agreement, the UP-NCTS will assess the
existing traffic conditions in the city through the compilation of primary and secondary data and
identify traffic measures and alternatives to design an efficient traffic circulation plan .
Early January 2012, representatives of the UP-NCTS conducted a meeting with the City
Planning and Development Office (CPDO) and Office of Transportation Management and
Public Safety (OTMPS) to consider expected traffic congestion relative to the upcoming peak
season.
10
According to the initial surveys of CPDO and OTMPS, the advent of investors will
increase tourist transportation services and on-street parking, which will cause congestion in
traffic.
In addition, UP-NCTS will also be conducted an initial inspection of the Kalaklan River
and Pier B in Barretto as part of its feasibility study of water-based transportation in Olongapo
City.
11
PART 3
STUDY AREA, METHODS AND PROCEDURES
Study Area
The City of Olongapo is a highly urbanized city but once a subdivision of the province
of Zambales, Philippines. According to the 2000 census, it has a population of 194,260
people in 43,107 households.
Olongapo was originally governed as a part of the United States naval reservation
which was was relinquished to the Philippine government and converted into a municipality
on December 7, 1959. Six years later Olongapo was reconverted to a chartered city on
June 1, 1966. Olongapo City administers itself autonomously from Zambales province.
In 1992 was a United States Naval Base was reverted back to Olongapo City and
eventually turned into SBMA.
Olongapo City is situated at the Southern entry point of Zambales and the Northwestern
interior of the Subic Bay area, Olongapo City is approximately 127 kilometres (79 mi) north of
12
Manila. The city proper is located on a 6.48 km2. Tidal flatland, and the city is
characterized by rugged and mountainous terrain. The land area of Olongapo City is 185
square kilometers or 18,500 hectares.Because of its peculiar geographic location - the
Zambales mountains on its three sides, Bataan and Subic Bay at its base – development
of city land is limited. Also, the territorial borders from nearby towns are not properly
marked.
Olongapo City is composed of 17 barangays with a total of Road Lenghts of
146.55 kilometers; Also, this city have 3,671 Public Utility Vehicle which was
divided into Mini Bus (216 units) Public Utility Jeepneys (1445 units) Tricycles
(2010 units). All color coded and specified routes.
Now, due to the development being introduced to a beloved city (SM Mall, Ayala
Mall etc.) a new breed of transportationis being closely observed due to their rapid
growth known as “Tourist transport Service”. The said transport service was
opposed by different local public transport system specially jeepneys. Their main issue
13
is focused on the transport service governing memorandum issued by LTFRB to
distinctly separate their route/operation from the Local Public Transport System; However,
due to the demand and the very poor presentation of our PUJ, more and more riding
public prefer the services of the said tourist transport service: eventhough they violated the
very statutes which bestowed upon them and authorized their existence.
FIGURE
Map of Olongapo Citty
14
Research Design
This case study used the narrative type of research to report the degree of
perceptions of the respondents relative to the behavioral conduct of PUJ driver’s during
apprehension. The researcher employs an incomplex questionnaire to gather data in order
answer query in relation with the operations and management of Public Utility Jeepney’s in
Olongapo.
Narrative research is a strategy of inquiry in which the researcher studies the lives of
individuals and asks one or more individuals to provide stories about their lives. This
information is then often told and retold by the researcher into a narrative in chronological
order. In the end, the narrative combines views from the participant’s life with those of the
researcher’s life in a collaborative narrative (Clandinin & Connelly, 2000). Lieblich (1998) and
her colleagues define narrative research as any study that uses or analyses narrative materials.
The data can be collected as a story (a life story provided in an interview or a literary work) or
in a different manner (field notes of an anthropologist who writes up his or her observations as a
narrative or in personal letters). It can be the object of the research or a means for the study of
another question.
It may be used for comparison among groups, to learn about a social phenomenon or
historical period, or to explore a personality. Hence, narrative research is the most appropiate to
15
use since the research is concentrated on the capability of the Traffic Enforcers implementation
of existing traffic ordinance as well as the actuation of the Public Utility Drivers when cited for
traffic violation/ infractions.
Respondents
The respondent in this case study were currently employed as Traffic Enforcers in
Olongapo City; To be able to determine and ensure validity of this case study, a total of 86
respondents were given questionnaires; among which, six (06) out of eighty six (86) personnel
were detailed at the OTMPS office to conduct admin work.
PositionMonthly
CompensationHead, OTMPS 1 P 30, 000.00Deputy Public
Safety And Special Concern
1 P 21, 537.00
Deputy for OperationsOperations
Officer
1
1P 18, 082.00
Admin Officer 1 P 12, 748.00Admin Clerk
Special Operation Officer (SOO)
Supervisor
12
3
P 9, 848.00 Traffic Aide III
CustodianTow Truck
P/SgtD/Sgt
1333
P 8, 522.00 Traffic Aide II
Traffic Control Personnel
65 P 7, 891.00 Watchman II
Total 86
16
Data gathering Procedures
The researcher used a survey questionnaire as the chief instrument in acquiring the
needed information.
The researcher sought permission from proper authorities prior to the actual conduct of
the case study. Aside from verbal request to the Head of Traffic Management and Public
Safety Olongapo City, the researcher handed a letter of request to conduct this study.
Data Analysis Procedure
Responses gathered from the questionnaires were tabulated and analyzed applying the
percentage and ranking as the statistical tools. Formula used were as follows:
1. Percentage
Using the formula:
P=F/N x 100
Where:
P=percentage
17
F=frequency
N=total number of respondents
2. Ranking Based on Percentage. This strengthened the description of the percentage and the
positional importance of an object of item described in series of responses.
18
PART 4
DISCUSSION AND ANALYSIS
This part presents the analysis and interpretation of data obtained from the
responses of the subjects involved in the study. Data gathered were presented in Tables
using frequency counts and their corresponding percentages, in the order and sequences of
the questions raised.
19
I. Profile of the Respondent
I.1 Age
TABLE 1
Frequency and Rank of the Age Distribution of the Respondents
Age Frequency Percentage Rank
20-25 2 2.32% 6
26-30 5 5.81% 3
31-35 8 9.30% 2
36-40 12 13.95% 1
41-45 8 9.30% 2
46-50 4 4.65% 4
51-55 3 3.48% 5
56-60 5 5.81% 3
61 and above 1 1.16% 7
No Answer 35 40.69% -
Total 86 - -
20
It is shown in Table 1 that the majority of the respondents belonged to the 36-40 years
old bracket with13.95 %. While the least goes to the 61 and above years old bracket. This
implies that the Traffic Management Unit is composed of more mature men and women who
can make a decisive decision whenever the occassion arises.
FIGURE 2
Graph of the Age Distribution of Respondents
Figure 2 shows that the 36-40 age bracket reached 0.14 which is the highest value in
this graph. While the least which is the 61 and above age bracket reached the 0.01 value.
21
20-25
31-35
41-45
51-55
61 and above
0 0.02 0.04 0.06 0.08 0.1 0.12 0.14
I.2 Gender
TABLE 2
Frequency and Rank of the Gender Distribution of the Respondents
Gender Frequency Percentage Rank
Male 82 95.34% 1
Female 4 4.65% 2
Total 86 - -
As seen in Table 2, the Traffic Management Unit is particularly dominated by the male
population. Out of 86 respondents, 82 or 95.34 percent were male and only 4 respondents or
4.65 percent were female.
This could somehow indicate that most women aren’t comfortable to work under the
scorching sun and be exposed to pollutants that the vehicles, both public and private, emitted to
our atmosphere.
22
FIGURE 3
Graph of the Gender Distribution of Respondents
The orange colored bar represents the male population which have reached the 95%
value of this graph. While the pale orange colored bara represent s the female population which
have only reached the 5% value.
23
Percentage
FemaleMale
I.3 Civil Status
TABLE 3
Frequency and Rank of the Civil Status of Respondents
Civil Status Frequency Percentage Rank
Single 21 24.41% 2
Married 59 68.60% 1
Widowed 1 1.16% 3
No Answer 5 5.81% -
Total 86 - -
In Table 3, It is indicated that the leading status is Married with 59 or 68.60 percent.
There were more single respondents recorded 24.41 percent than widowed respondents posted
at 1.16 percent.
24
FIGURE 4
Graph of the Civil Status of Respondents
Figure 3 shows the civil status of the Traffic Enforces. The choice Married reached the
0.7 value of this graph, which is the highest. The status Single reached the 0.25 value which
makes it the second majority while the Widowed only reached about 0.01 value of the graph
making it the least status of the Traffic Enforcers.
25
Single
Married
Widowed
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7
I.4 Length of Service
TABLE 4
Frequency and Rank of the Length of Service of the Respondents
Number of Years Frequency Percentage Rank
4 and below 29 33.72% 2
5-10 34 39.53% 1
11-15 10 11.62% 3
16-20 1 1.16% 4
21-25 1 1.16% 4
26-30 0 0% 5
30 and above 1 1.16% 4
No Answer 11 12.79% -
Total 86 - -
The data on Table 4 reveal that highest number of years of the respondents as traffic
enforcer was from the bracket of 30 and above years with 1.16 percent. Most of the
respondents belonged to the bracket of 5-10 years with 34 respondents or 39.53 percent.
26
Probably, the reason was most of this office personnel were seeking greener pasture by
going to another country after acquiring skills provided by the Office of Traffic Management
and Public Safety.
FIGURE 5
Graph of the Length of Service of the Respondents
Figure 5 shows the length of service of the respondents. The 11-15 years bracket
have reached the 0.4 value, which is the highest in this graph. While the bracket 26-30 years
stayed at the 0 value making it the least number of years they have served in the Traffic
Enforcement Unit.
27
4 and below
10-May
15-Nov
16-20
21-25
26-30
30 and above
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4
II. Answers to the Questions provided
II.1 Observation if the traffic points are manned adequately
TABLE 5
Frequency and Percentage of the Observation if the traffic points are manned adequately
Answer Frequency Percentage Rank
Yes 26 9.14% 2
No 60 69.76% 1
Total 86 - -
In Table 5, the data says that majority of the respondents disagrees to that fact
that the traffic points are manned effectively with 69.76 percent.
This is due to lack of manpower. Traffic control points are normally manned
3 shifts, 24 hours a day and 7 days a week by 80 Traffic Enforcers. 34 during 1st shift
(Day Shift 6 am-2pm) 34 personnel during 2nd shift (Swing 2pm-10pm) 12 personnel
during 3rd shift (Graveyard Shift 10 pm-6 am).
28
FIGURE 6
Graph of the Observation if the traffic points are manned adequately
The graph on Figure 6 shows that at least 70% of the respondents believe that the traffic points aren’t manned properly which is represented by the pale colour blue. At least 10% says that it is manned adequately which is represented by the colour blue.
29
Percentage
0.00% 10.00% 20.00% 30.00% 40.00% 50.00% 60.00% 70.00%
NoYes
II.2 Most common traffic violation of Public Utility Jeepney
Drivers
TABLE 6
Frequency and Percentage of the most common traffic violation of Public Utility
Jeepney Drivers
Violation Frequency Percentage Rank
Obstruction 86 100% 1
Discourteous and
Disrespectful
Conduct to
Passengers
0 0% 2
Refusal to
Convey0 0% 2
30
Overcharging of
Fare0 0% 2
Total 86 - -
Tricycle Jeep Minibus POV Total1. Obstruction
Loading and Unloading Illegal Parking
676 1, 6191, 104
115
647
120
2, 9531, 109
120
4, 1822. No Uniform/
Improper Wearing
606 172 15 0 793
3. DTS 198 507 26 359 1, 0904. Traversing
N/HWay361 0 0 0 361
5. Defective Lights
132 172 0 0 304
The data on Table 6 distinctly shows that the most common traffic violation of
PUJ Drivers is Obstruction with 100 percent.
This is due to the ignorance of the riding public and the drivers lack of
discipline. How? The passengers doesn’t know where were the designated jeepney stop
31
in Olongapo and the Jeepney Drivers tolerated the said ignorance by counsenting the
passenger attitude demeanor and allowing them wherever they wanted to aboard or alight said
Public Utility Vehicle
FIGURE 7
Graph of the most common traffic violation of Public Utility Jeepney Drivers
The graph on Figure 7 clearly shows that the most violated Traffic Rule is Obstruction by
reaching the value of 1 while the rest did not at least left the value of 0.
32
Obstruction
Discourteous and Disrespectful Conduct to Passengers
Refusal to Convey
Overcharging of Fare
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
II.3 The Opinion of PUJ Drivers on current Traffic Rules
being implemented
As to what Table 7 indicates, most of the respondents agree that the traffic
rules being implemented is moderately strict. Out of 86 respondents, 76 or 88.37
percent answered moderately strict.
This is because some elements of this office happened to accept bribery from
some PUJ who wanted to gain acquiescence from corrupt/dishonest Traffic Enforcement
Officers.
33
TABLE 7
Frequency and Percentage of The Opinion of PUJ Drivers on current Traffic
Rules being Implemented
Opinion Frequency Percentage Rank
Very Strict 10 11.62% 2
Moderately
Strict76 88.37% 1
Average 0 0% 3
Lax 0 0% 3
Total 86 - -
34
FIGURE 8
Graph of The Opinion of PUJ Drivers on current Traffic Rules being Implemented
Figure 8 shows that the Traffic Rules being implemented are moderately strict which
reached the highest value of 9. While some say that the traffic Rules are very strict with the
value of 0.1.
35
Very Strict
Moderately Strict
Average
Lax
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
II.4 Acceptance rate of the Traffic Rules among PUJ Drivers
TABLE 8
Frequency and Percentage of The Acceptance rate of the Traffic Rules among
PUJ Drivers
Acceptance Rate Frequency Percentage Rank
Excellent 1 1.16% 4
Very Good 51 35.16% 1
Good 21 24.41% 2
Fair 12 13.95% 3
Needs
Improvement1 1.16% 4
36
Total 86 - -
The data on table 8 shows that the acceptance rate of the traffic rules among among
PUJ Drivers is Very Good with 51 or 35.16 percent.
This shows that there is some element of this office who still implementing the
existing traffic code of Olongapo objectively.
FIGURE 9
Graph of The Acceptance rate of the Traffic Rules among PUJ Drivers
Figure 9 shows that the acceptance rate of the traffic rules among PUJ Drivers are very
good reaching the 0.35 value. Though some say that it is Good with 0.24 and Fair with 0.14.
37
Excellent
Very Good
Good
Fair
Needs Improvement
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4
II.5 Is behavioral attitude of PUJ Drivers toward TCP’s
during apprehension acceptable?
TABLE 9
Frequency and Percentage of The Question “Is Behavioral Attitude of PUJ Drivers Toward
TCP’s During Apprehension Acceptable?”
Answer Frequency Percentage Rank
Yes 19 22.09% 2
No 67 77.90% 1
Total 86 - -
38
Table 9 reveals that the attitude of PUJ drivers toward TCP’s durin apprehension is
unacceptable with 67 respondents or 77.90 percent.
Based on the researcher’s observation, most of this City’s PUJ Drivers were not from
Olongapo City; They came from the adjacent provinces outside Olongapo City and most of
them were juveniles; hence, when appprehended they tend to engage into a fist fight with the
apprehending officer.
FIGURE 10
Graph of The Question “Is Behavioral Attitude of PUJ Drivers Toward TCP’s During
Apprehension Acceptable?”
39
Percentage
0.00% 10.00% 20.00% 30.00% 40.00% 50.00% 60.00% 70.00% 80.00%
NoYes
The graph on Figure 10 represents the behavioral attitude of PUJ Drivers during
apprehension. The pale colored blue bar reached 80% which represents No while the blue
colored bar represents Yes which only reached more or less 20%.
II.6 Is all the necessary equipment for effective traffic implementation adequately
provided?
TABLE 10
Frequency and Percentage of The Question “Is all the necessary equipment for effective
traffic implementation adequately provided?”
Answer Frequency Percentage Rank
Yes 22 25.58% 2
No 64 74.41% 1
Total 86 - -
40
In Table 10, the traffic enforces agreed that the necessary equipment for traffic
implementation is not sufficiently provided by the government. The choice no is answered
by 64 respondents with 74.41 percent.
This may be due to the classification of OTMPS as office; Departments have budget
appropriations setforth by the Sangguniang Panglunsod. However, offices is dependent upon
the department wherein it was attached. hence, the operational budget is limited.
FIGURE 11
Graph of The Question “Is all the necessary equipment for effective traffic
implementation adequately provided?”
41
Figure 11 shows that the pale colored blue with 75% of the respondents says that
the necessary equipment for their job is not adequately provided. Only 23% says that it is
adequately provided represented by the blue colored bar.
II.7 Are Traffic Enforcers properly compensated?
TABLE 11
Frequency and Percentage of The Question “Are Traffic Enforcers properly compensated?”
Answer Frequency Percentage Rank
Yes 18 20.93% 2
No 68 79.09% 1
Total 86 - -
The data on Table 11 supports the fact the traffic enforces strongly believe that
42
they are not properly compensated with 68 respondents or 79.09 percent answering No.
As the earlier mentioned, Traffic Officer were earning a monthly
remuneration equivalent to Salary Grade III; hence, even the susceptibility of said personnel to
engage in illegal activities (EXTORTION) may be attributed to said circumstances.
FIGURE 12
Graph of The Question “Are Traffic Enforcers properly compensated?”
The pale blue colored bar which reached 80% represents the answer No says that the
Traffic Enforcers aren’t compensated properly.only 20% which is the blue colored bar says that
tey are properly compensated.
43
Percentage
0.00% 10.00% 20.00% 30.00% 40.00% 50.00% 60.00% 70.00% 80.00%
NoYes
II.8In your personal assessment, is Traffic Rule executed objectively?
TABLE 12
Frequency and Percentage of The Question “In your personal assessment, is Traffic Rule
executed objectively?”
Answer Frequency Percentage Rank
Yes 38 44.18 2
No 48 55.81 1
Total 86 - -
44
Table 12 shows a close division of the opinion of the Traffic enforers with the
question ‘If Traffic Rules are executed objectively”. Out of 86 respondents 48 or 55.81
percent answered No while 38 or 44.18 percent answered yes with only 10 people behind
FIGURE 13
Graph of The Question “In your personal assessment, is Traffic Rule executed
objectively?”
Figure 13 shows that 55% says that the Traffic Rules aren’t executed properly which
45
Percentage
0 10 20 30 40 50 60
NoYes
is shown by the pale colored blue bar while 45% says that it is properly executed shown by the
blue colored bar.
II.9 Is Traffic Enforcers properly trained to do the job?
TABLE 13
Frequency and Percentage of The Question ” Is Traffic Enforcers properly trained to do the
job?”
Answer Frequency Percentage Rank
Yes 31 36.04% 2
No 55 63.95 1
Total 86 - -
46
On Table 13, the majority of the respondents agree that they are not properly trained
to the job with 55 or 63.93 percent.
This may be because that the Local Government Unit of Olongapo is
focused in Educating Top Management/Head of Office relative to scientific method and
innonative techniques relevant to Traffic Management.
FIGURE 14
Graph of The Question ” Is Traffic Enforcers properly trained to do the job?”
47
Percentage
0.00% 1000.00% 2000.00% 3000.00% 4000.00% 5000.00% 6000.00% 7000.00%
NoYes
In Figure 14, The pale colored blue shows that the Traffic Enforcers aren’t trained
properly which have reached 70%.
II.10 Is there any programs being employed by your company to upgrade the
skills/abilities of TEO’s relative to your job?
TABLE 14
Frequency and Percentage of The Question ” Is there any programs being employed by
your company to upgrade the skills/abilities of TEO’s relative to your job?”
Answer Frequency Percentage Rank
Yes 28 32.55% 2
48
No 58 67.44% 1
Total 86 - -
The data on Table 14 shows that the government does not implement programs
relative to upgrade TEOs skills and abilities with 67.44 percent.
This is due to the necessity of public service coupled with scarcity in manpower.
Workshop woud be challenging feat to accomplish for this office; hence, seminar held by LGU-
Olongapo most oftern set aside.
FIGURE 15
Graph of The Question ” Is there any programs being employed by your company to
upgrade the skills/abilities of TEO’s relative to your job?”
49
Percentage
0.00% 10.00% 20.00% 30.00% 40.00% 50.00% 60.00% 70.00%
NoYes
In Figure 15, the pale colored bar shows that 65% agress that they are
not given programs that can upgrade their skills relative to their job. Only more
or less 30%, which is represented by the blue colored bar, that says they were
given the chance to upgrade theirn skills.
PART 5
SUMMARY AND CONCLUSION
The data and the information gathered through interview, observation and documents
was intended to assist by providing adequate information to all stakeholders specifically the
50
Office of Traffic Management and Public Safety, the City Planning Development Office, the
City Engineering’s Office, the Committee on Transportation and Traffic Management as well as
other agencies involve in Traffic Management in Olongapo City.
To achieve the same, the reseachers utilized an incomplex questionairre to be fill out by
the 86 respondents employed as Traffic Enforcement Unit officers by the Olongapo City
Government; the study basically intended to answer specific problems reflected in part 1 which
states:
Profile of the respondents
The respondents view relative with the acceptability of Public Utility Jeepney
Drivers to the Olongapo City ordinances being implemented.
Public Utility Jeepney Drivers most commonly violated traffic ordinance.
The Driver-violator’s actuation during apprehension.
Factors that affects/supports its effective implementation.
Subsequently, answers given by the respondents were process by applying statistal tool
and linear representation to fully understand its result; after carefulevaluation, informations
manifested like the following:
51
Traffic Enforcement Officers were under compensated, have no security of tenure
as well as lacking in training and necessary equipment to effectively deliver public
service.
Traffic Congestion usually occurred at roundabouts and street corners.
Traffic Congestion are usually caused of several factors such as
Obstruction to Traffic, pedestrians treading on unmarked crossings and
vehicle owners parked whenever they pleased.
Most Public Utility Drivers was deliberately violating the Olongapo City
Traffic Code and have antagonistic attitude during apprehension.
PART 6
RECOMMENDATIONS
52
In the light of the conclusion drawn, the following recommendations were offered:
That the Traffic Enforcers should be should properly trained and adequately
remunerated for the said individuals is working under the scorching sun and
exposed to pollutants emitted to the atmosphere. Not to mention being attack by
the driver-violator during the course of apprehension; and the only logical thing
to do is to give them a security of tenure and benefits appurtenant thereto.
Also, an additional Traffic Enforcer to be commissioned by the Olongapo City
Government to man the identified Traffic Control Point such as the roundabouts
and Street Corner to mitigate any traffic congestion thereat. If possible, the
removal of such roundabout and installation of Traffic Signal Lights to fully
control said area.
Public Information Office (PIO) must conduct information dissemination
towards the general public as to where they should tread to eliminate
jaywalkers.
The City Planning and Development Office as well as the City Engineering’s
Office must install Jeepney stops and common terminals to delineate and muster
all PUJ’s in one location where all the passengers will go to.
Also, an installation of an additional crosswalk/zebra crossing and overpass to
provide them a safe haven to tread.
53
Further, an enactment of a specific ordinance with more severe penalty
relative to uncooperative/belligerent drivers, who during the time of
apprehension threaten the very lives of the said Traffic Enforcer to instill fear
and be exonerated, along the way, from the issuance of Traffic Citation
Ticket.
BIBLIOGRAPHY
54
I. Electronic Media
Bellis, M. History of Roads: Interventions for Traffic Management. Retrieved on March 11
2012 from About.com Inventors:
http://inventors.about.com/od/rstartinventions/a/History-Of-Roads.htm
Traffic Congestion. Retrieved on March 21 2012 from Wikipedia, The Free Encyclopedia:
http://en.wikipedia.org/wiki/Traffic_congestion
(January 2010). Traffic Management. Retrieved on March 4 2012 from Transportation
Engineering Philippines: http://engineer-einjel.blogspot.com/2009/01/traffic-
management.html
Jonasson, M. (2004). The Performance of Improvisation: Traffic Practice and the Production of
Space. Retrieved on March 5 2012 from ACME: An International E-Journal for
Critical Geographies: http://www.acme-journal.org/vol3/Jonasson.pdf
Traffic. Retreived on January 1 2012 from Wikipedia, The Free Encyclopedia:
http://en.wikipedia.org/wiki/Traffic
Giovannoli, R. The Narrative Method of Inquiry. Retrieved on April 3 2012 from Sonic.net:
http://www.sonic.net/~rgiovan/essay.2.PDF
55
56
APPENDICES
A. Letter to the Head, OTMPS
57
27 March 2012
Col. Jose A. Aquino Jr. MPM
Head, Office of Traffic Management and Public Safety
Olongapo City
Dear Sir;
Respectfully requesting permission to conduct interview and collect data (including available
documents) from your department pertaining to the Traffic Management program being
implemented in our beloved city.
The undersigned is presently undertaking a research study on TRAFFIC MANAGEMENT
PROGRAM RELATIVE TO THE OPERATION OF PUBLIC UTILITY JEEPNEY IN
OLONGAPO CITY which is a final requirement for the course, Master of Public Management
in the Graduate School at Virgen delos Remedios College, Olongapo City.
Rest assured that the data/information obtained will be treated “CONFIDENTIAL”.
Sincerely Yours,
Franco Roldan
Researcher
B. Questionnaire
58
Name:__________________________________ Age: _______ Gender:_____ Civil Status:__________ Length of Service: _______________
1. In your observation, are all the traffic control points manned adequately?
Yes
No
2. With regards to the City Ordinance, what is the top 5 most common traffic violation of Public
Utility Jeepney Drivers?
3. In your own point of view, what is the opinion of PUJ Drivers on current traffic rules being
implemented?
Very Strict
Moderately Strict
Average
Lax
4. What is the acceptance rate of the traffic rules among PUJ Drivers?
Excellent
Very Good
Good
Fair
Needs Improvement
5. Is the behavioral attitude of PUJ Drivers toward TCP’s during apprehension acceptable?
Yes
No
6. Is all the necessary equipment for effective traffic implementation adequately provided?
59
Yes
No
7. Are Traffic Enforcers properly compensated?
Yes
No
8. In your personal assessment, is Traffic Rule executed objectively?
Yes
No
9. Is Traffic Enforcers properly trained to do the job?
Yes
No
10. Is there any programs being employed by your company to upgrade the skills/abilities of
TEO’s relative to your job?
Yes
No
60
C. Pictures
Olongapo City Traffic Citation Ticket
61
62
63
64
65
OLONGAPO CITY MANAGEMENT AND PUBLIC SAFETY OFFICE
A. Total Number of Personnel: 80 Traffic Enforcers and 6 Office Personnel
B. Regularly Operates and Manages a Total of 40 Traffic Control Points; namely:
SECTOR RAMON MAGSAYSAY (R.M) DRIVE TO RIZAL AVENUE
CORNER PERIMETER ROAD
R.M. Drive Corner Perimeter Road
R.M. Drive Corner Gordon Avenue
R.M. Drive by 7th St. Traffic Circle
Rizal avenue Corner 9th St.
Gordon Avenue Corner 6th St.
Rizal Bridge SBMA (Perimeter Road)
14th St. Cor. Gordon Avenue
1st St. Cor. Rizal Avenue
3rd St. Cor. Rizal Avenue
5th St. Cor Rizal Avenue (YBC Mart)
66
SECTOR RIZAL AVENUE BY OCNHS TO RIZAL AVENUE BY KFC
Rizal Avenue In Front of Greenwich by Ulo ng Apo
Rizal Avenue Corner 19th St.
Rizal Avenue Corner 20th St.
Rizal Avenue Corner 21st St.
Rizal Avenue by Mansion
18th Street Cor. ElicanoSt./St. Joseph School
Rizal Avenue Police Outpost
SECTOR RIZAL AVENUE BY OCNHS TO RIZAL AVE BY KFC
Rizal Avenue In Front of OCNHS
Rizal Avenue Cor Anonas Bridge
Impounding Lot
Rizal Avenue Cor 17th St.
Rizal Avenue In Front of KFC
National Highway Corner Anonas St.
National Highway Corner Brill St.
National Highway Coner Otero Avenue
National Highway In Front of SSMIS
67
Rizal Ave. By Anonas Bridge (Marikit Park)
Ulo ng Apo Police Outpost
SECTOR ULO NG APO TRAFFIC CIRCLE RIZAL AVE. BY MANSION
Rizal Avenue Corner 22nd St.
Rizal Avenue In Front of City Hall
Arthur St. Corner 23rd St.
Rizal Avenue In Front of OCES
Rizal Avenue Corner 27th St.
20th St. Corner Elicano St.
Arthur St. Corner 22nd Pace WBB
23rd St.Corner Elicano St.
25th St.Corner Rizal Avenue
Sta. Rita. Road by Filtration Road (Bridge)
Filtration Road by Otero Avenue (Bridge)
68
ROAD NETWORK AND BRIDGES
1. Total Length of Roads: 146.55 kilometers
Barangay Length in km
Road
To population
km/1000 pop’n
Density
To land
area
km/100 has
New Asinan 4.54 1.17 18.93
New Banicain 3.23 0.46 24.47
Barretto 9.6 0.5 1.94
East Bajac- Bajac 12.545 0.64 13.42
East Tapinac 8.337 0.82 19.44
Gordon Heights 26.414 0.99 3.07
New Kababae 1.15 0.56 0.91
Kalaklan 6.863 0.49 17.32
New Kalalake 4.58 0.48 2.00
Mabayuhan 5.47 0.97 1.12
New Cabalan 21.99 0.51 10.51
New Ilalim 0.81 0.47 10.31
Old Cabalan 2.91 0.68 15.64
Pag-Asa 4.161 0.53 1.40
69
Sta. Rita 21.359 0.89 11.33
West Bajac Bajac 7.315 0.79 35.03
West Tapinac 5.275 0.14 0.24
Total 146.549 0.64 1.98
70
2. Total Number of Bridges: 18
71
Bridges Length(m) Width(m)
1. Kalaklan Bridge 90.9 10.15
2. Anonas Bridge 15.3 6.87
3. East Bajac-Bajac Bridge 34 11.15
4. Fontaine Bridge 16.2 7
5. Harris Bridge 28.6 7
6. Gordon avenue Bridge 15 7.3
7. Maquinaya Bridge 25 8.2
8. Bangal Bridge 40 8.6
9. Old Cabalan Bridge 12.45 8.1
10. Forestry Bridge 15 7.4
11. Kalayaan Bridge 44.8 7.4
12. Sta. Rita Bridge 54 6.7
13. Filtration Bridge 20.6 6.8
14. Waterdam Bridge 19.5 7.4
15. Kalaklan Gate Bridge 112 7
16. Main Gate (Ramon
Magsaysay Bridge)
79.0 11
17. Rizal Avenue Gate (Jungle)
Bridge
86.0 10.7
18. 14th Street Bridge 38 12
COLOR CODED PUBLIC TRANSPORTATION
A. Total Number of Public Utility Vehicles: 3, 671
1. Mini Bus- with a total of 216 units
Color CodeAuthorized No. Of
UnitsRoute Areas Covered
Dirty White with
Green Stripes50 O-B Olongapo- Bataan
White with Blue
Stripes156 O-Z
Olongapo-
Zambales
Red with Cream
Stripes10 O-C
Olongapo-
Cabanatuan
2. Jeepneys
72
Color CodeAuthorized No.
Of UnitsRoute
Areas
Covered
Yellow270 J01
Sta. Rita-
Gate via
Rizal
Avenue
Orange120 J02
Gordon
Heights-
Gate via
Pag-asa
Red120 J03
Gordon
Heights-
Gate via
Mabayuhan
Yellow Green35 J04
Mabayuhan-
Palengke
Cream 100 J05
Gordon
Heights-
Palengke
Brown
55 J06 Old
Cabalan-
73
Palengke
White with
Green Top
55 J07Dinalupihan
- Palengke
Dark Blue 68 J08
Olongapo-
Subic
Blue with
Yellow Top
92 J08
Olongapo-
Subic
Shipyard
Sky Blue159 J09
Olongapo-
Castillejos
Sky Blue with
White Top
71 J09
Olongapo-
HANJIN via
Castillejos
Yellow with
Blue Top
40 J10Tabacuhan-
Palengke
Yellow with
80 J11 Filtration-
Gate
74
Red Top
Sky Blue
with
Gold Top
90 J12
Olongapo-
San
Marcelino
Brown with
White Top
90 J13Olongapo-
Tipo
3. Tricycles- with a total of 2,010 units
Color Code
Authoriz
ed No.
Of Units
RouteAreas
Covered
Orange300 I
New Banicain,
west Tapinac, New
Ilalim and New
Kababae
Green
945 II East Bajac-Bajac,
East Tapinac, Pag-
Asa, New Asinan
75
and New Kalalake
Blue 500 III
West Bajac-Bajac,
Sta. Rita, Gordon
Heights,
Mabayuhan and
Kalaklan
Red30 III
Gordon Heights
Sky Blue
with Cream top
10 III
Forestry, Old
Cabalan
Brown155 IV Barretto
Cream40 V New Cabalan
Yellow30 VI
Iram
ABBREVIATIONS
76
PUJ Public Utility Jeepney
R.A. Republic Act
TEO Traffic Enforcement Officer
OTMPS Office of Traffic Management and Public Safety
LGU Local Government Unit
TCP Traffic Control Personnel
C.O. City Ordinance
AVI Annual Vehicle Inspection
PIO Public Information Office
77
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