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.

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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.

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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.

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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.

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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

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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.

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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

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 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

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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

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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

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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

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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

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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.

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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.

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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 - -

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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.

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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.

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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.

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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.

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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).

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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.

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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

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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.

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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.

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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 - -

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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

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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.

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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.

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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 - -

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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 - -

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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?

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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

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C. Pictures

Olongapo City Traffic Citation Ticket

61

62

63

64

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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)

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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

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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)

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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

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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

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2. Total Number of Bridges: 18

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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

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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