Chapter I

Introduction

Background of the Study

Traffic management schemes are introduced to solve a problem which

has been identified in one or more roads. The need for a scheme can be

identified in a variety of ways. It may for example be a bad accident record or

the concerns of residents that prompts an investigation. Sometimes the

Council adopts an "area wide" approach to traffic problems, for example

where there is a demand from several residential roads for "Speed Control

Humps". To deal with this priority is given to the worst problems first. There is

no single solution to problems associated with traffic management. A variety

of measures are used sometimes in combination.

The last few decades have seen the advent of deregulation and

competition in transportation worldwide. Increased pressure from consumers

has ensured that a better service is available through competition and market

forces in these areas. The case of road transport is however quite different.

Indeed, government intervention is still regarded as necessary to secure

investment in road infrastructure. In parallel, increased wealth and

employment has seen the number of passenger cars increase phenomenally.

O’Sullivan (1991) mentioned that traffic congestion appears when too many

passenger cars attempt to take the same route at the same time. This has put

increased pressure on the roads and the public transport system. The latter

being in most cases under-funded and inefficient has resulted in a definite

switch to passenger cars.

According to Pedroso (2013) that in the Philippines, the country has

been losing billions of pesos due to traffic congestion over the years. In

August last year, a study by the University of the Philippines National Center

for Transportation Study (UP NCTS) placed the average annual losses

incurred due to traffic congestion in Metro Manila at over P137 billion as of

2011. The study noted that the country has lost more than P1.5 trillion since

2001 due to traffic, which has led to loss of productivity. Earlier in 1999,

studies by the Japan International Cooperation Agency (Jica) and the

Department of Transportation and Communication placed annual losses due

to traffic in Metro Manila at P140 billion.

Furthermore, of this figure, P40 billion went to direct losses, such as

wasted gasoline, lost labor hours, employment of traffic aides, and wasted

electricity, while P100 billion went to indirect losses, like missed business

opportunities and reduced capital inflow due to investors shying away from

the country, among others. Bad driving habits, inadequate traffic enforcement,

and poorly coordinated infrastructure projects are the main reasons for the

traffic.

Lirios (2003) stated in her papers that due to rapid urbanization and

population growth, mobility problems arise. The economic development of

Davao has brought rapid growth on the vehicle volume, resulting to traffic

congestion during peak hours along major thoroughfares. This may hinder

further development and economic growth in the city. Pedestrians are also

one of reason for Davao’s traffic congestion because these people cross the

street anytime they want to and do not even mind to look for pedestrian lanes

for safer cross.

Increase in population, growing tourism industry, rising economy,

increase in vehicular ownership, etc. contributed to the traffic congestion in

Davao City. As most of us have observed that with the growing problem on

traffic congestion in Davao City, the proponents of this study believe that

suggestive intervention scheme through the proponents’ thorough study may

hopefully contribute to alleviate if cannot be prevented the present traffic

congestion in Davao City.

Statement of the Problem

The concern of this study is to determine the factors contributing traffic

congestion in Davao City as basis for intervention scheme. Thus, it sought to

answers on the following questions:

1. What is the level of satisfaction of the motorists with the present

traffic congestion in Davao City in terms of:

1.1 PUJ routes;

1.2 Pedestrians crossing; and

1.3 Present traffic scheme plan of Davao City

2. What intervention scheme can be developed to mitigate the traffic

congestion in Davao City in terms of?

2.1 Re-routing

2.2 Additional TMC personnel; and

2.3 Adjustment of traffic lights?

3. Based on the foregoing study, what intervention scheme can be

proposed by the proponents of this study to lessen traffic congestion in Davao

City?

4. Is there a significant difference with the level of satisfaction of the

motorists and the traffic congestion in Davao City?

Review of Related Literature

Traffic management involves the allocation of infrastructure (road

space or train slots on a railway network) according to strategic operational

and policy goals. These include efficiency, safety, environmental, economic

and equity objectives. In real terms, meeting them may encompass measures

that include giving priority to buses, trams or other vehicles such as

emergency services or high occupancy vehicles, increasing space available

for pedestrians and cyclists, or providing shared road space. For rail, rules for

market opening, network capacity allocation and pricing also constitute policy-

level strategic management. Smith (2003)

According to Andrew Winder and Mark Brackstone ( 2009) that traffic

signals and railway signaling are perhaps the earliest form of ”intelligent”

traffic management, aimed primarily at safety but also at managing priorities

at junctions. The phasing and coordination of road traffic signals in urban

areas via a control center is still the most widespread tool for the effective

management of street networks. More recent applications of traffic signaling

include dynamic lane allocation (for tidal flow, or reserved lanes for buses or

other authorized vehicles) and ramp metering (signalized access control to

motorways).

Tugbobo (2009) cited that while the largest cities are the most

congested, congestion occurs—and has grown—in cities of every size

Congestion extends to more time of the day, more roads, affects more of the

travel, and creates more extra travel time than in the past. It has become

more volatile as well in cities of developing world. Rising population, rapid

economic growth and increasing employment without a corresponding growth

in the supply of public transport, responsible largely for major urban traffic

issues in most cities of developing economy.

 Moreover, rail traffic management, and particularly signaling, is as old

as rail operations themselves. Rail traffic, due to its own physical

characteristics, is based on a controlled flow density, as opposed to road

traffic, which is based on free flow. Rail signal systems therefore do not only

protect junctions but also ensure safe spacing between trains running on the

same lines. Some of them, in addition to transmitting information about

movement to authorities and speed limits from track to train, can also effect

automatic braking if the train ignores certain limits through Automatic Train

Protection (ATP). In stations and yards these functions are realized by

interlocking systems which ensure that trains run safely across the many

conflict points.

According to Norquist (2011) that it is certainly true that people

complain about congestion. Yet it is just as true that popular destinations tend

to be crowded. Fifth Avenue in New York, Market Street in San Francisco,

Chicago’s Michigan Avenue and Rodeo Drive in Beverly Hills are all

congested, but people keep coming back to shop or hang out. 

More recently, the renewed Lisbon Strategy (CEC, 2005) highlighted

the need to develop and improve economic and resource efficiency. This will

enable a reduction in transport costs. Objectives of the Lisbon Strategy with

relevance to traffic management include improved utilization of existing

networks, tackling congestion and increasing accessibility, developing urban

transport opportunities, developing charging policies, increasing synergies

between modes and improving logistics.

According to (Trevor, 2006), the mid-term review of the 2001 White

Paper on Transport, there is no reason in the long run why sophisticated

communication, navigation and automation should be restricted to aircraft and

not be available to land transport modes, in particular road transport.

Trevor further cited that the review expects that new technologies will

provide new services to citizens and allow improved real-time management of

traffic movements and infrastructure capacity use, as well as the tracing and

tracking of transport flows. In addition to providing benefits for transport

operators and users, new systems can provide public administrations with

rapid and detailed information on infrastructure maintenance and renovation

needs. Traffic management applications can increase the efficiency of

networks, reduce the need to build new infrastructure, enhance driving and

travelling comfort and also help to increase safety and security, as well as

tackling wasteful and socially harmful transport patterns in the interests of

environmental and social sustainability.

According to Regidor (2004) that transportation and traffic problems

have hounded major cities around the world, necessitating the provision of

various infrastructures and the implementation of an assortment of policies

geared towards solving these problems. Various results have been

experienced with certain policies failing to control traffic, and infrastructure

unable to address the demand for facilities. In many cases, implementation is

successful leading to the notion that such success can be replicated in other

cases.

Doctrine (2013) cited that on-street parking and pedestrian activity

along Manila roads – many cities such as Manila are guilty of not having any

serious initiatives to address on-street parking. In many cases, its tolerated

particularly in commercial areas as local governments don’t like to engage

business in what they assume to be the small issue (or non-issue) of parking.

In the case of pedestrians, it is a behavioral thing that requires a bit more

effort than police or enforcer visibility (or the occasional apprehension). As a

result, people will generally cross wherever they want and walk along the

carriageway, not minding their safety. Of course, such behavior is encouraged

by the absence of space for walking as vehicles, merchandise and other stuff

occupy space that’s supposed to be for pedestrians.

Although the amount lost to traffic congestion would depend on the

activity or business that is being held up by bad traffic in Metro Manila,

Mekaniko (2012) mentioned that a study published by the National Center for

Transportation Studies (NCTS) revealed that traffic congestion in Metro

Manila alone would amount to P137.5 billion just for 2011. Cumulatively,

traffic congestion in Metro Manila for the last 11 years would already have

cost a whopping P1.5 trillion. Likewise, additional losses from fuel are

estimated to reach P4.2 billion. The study only covered traffic congestion

losses of five occupations, particularly government officials, professionals,

technicians, clerical workers, and service workers. The fact that it does not

include variables from other economic activities, such as tourism, education,

among others could actually increase the amount of losses.

The City of Davao (Filipino: Lungsod ng Dabaw) is the largest city in

the island of Mindanao in the Philippines and the country's largest in terms of

land area. It has the third most significant metropolitan centre in the country. It

is also the center of trade, commerce, and industry in Mindanao. The

vehicular traffic situation in Davao City has significantly improved, being listed

5th on a recent list of Southeast Asian cities with the best managed traffic

flow, from a rank of 27th in the same survey held three years ago. This

improvement is attributed to the continuing education of drivers and the strict

implementation of traffic laws.

There are, Regidor (2004) added, at least, 35,000 vehicles plying the

routes of Davao City, plus 20% of the total number of vehicles coming from

the rest of Region 11. Private automobiles that you will mostly see are

sedans, pick-ups, vans, motorcycles and buses used for private purposes

such as carpooling or servicing tourists. Public vehicles, however, comprise

most of the city’s traffic, including jeeps, motorcycle taxis, taxicabs and

tricycles in smaller roads. Public buses are also seen in the city’s streets,

albeit sparingly, as they only ply out-of-town routes.

According to National Statistics Office (NSO, 2010), the estimated

population of the city is 1,449,296 in 2010. Metro Davao, with the city as its

metropolitan center, has about 2,274,913 people in 2010, making it as the

third most populous metropolitan agglomeration in the Philippines and the

most populous and cleanest city in Mindanao. However, as the population is

pushed up by rapid migration growth, its urban landscape is rapidly expanding

with sprawl spreading in all directions inland.

Moreover, construction of more roads and bridges are also underway.

The construction of the City’s third major road – the Buhangin underpass was

completed in the 1st quarter of 2003. A Traffic Management and

Computerization Scheme was also implemented. Davao City is ranked no. 5

among cities in Asia with better traffic flow based on vehicles per kilometer of

city road.

According to (Banzon, 2006) that there is a mark improvement in the

flow of traffic in Davao City that ranked the city in 2006 as fifth among Asean

cities with the best flow of traffic. According to Traffic Management Center

head Celso Gempesaw in an interview after the Club 888 Forum at The

Marco Polo Hotel he said that a group of companies operating in the Asean

conducted the survey. Three years back a similar survey was conducted

where Davao City ranked 27th on its flow of traffic among the Asean cities.

Gempesaw however admitted that there are still traffic violations committed by

some public utility drivers but the current flow of traffic is much better

compared the last year.

Fenequito (2014) cited that the vehicular traffic situation in Davao City

has significantly improved, being listed 5th on a recent list of Southeast Asian

cities with the best managed traffic flow, from a rank of 27th in the same

survey held three years ago. This improvement is attributed to the continuing

education of drivers and the strict implementation of traffic laws. There are, at

least, 35,000 vehicles plying the routes of Davao City, plus 20% of the total

number of vehicles coming from the rest of Region 11. Private automobiles

that will mostly see are sedans, pick-ups, vans, motorcycles and buses used

for private purposes such as carpooling or servicing tourists. Public vehicles,

however, comprise most of the city’s traffic, including jeeps, motorcycle taxis,

taxicabs and tricycles in smaller roads. Public buses are also seen in the city’s

streets. Davao City Traffic Management Center

Traffic Management Center is under the supervision of the City Mayor.

It conducts traffic direction and control for the safe and orderly movements of

vehicular and pedestrian traffic. It coordinates all traffic management activities

of the City with other related function agencies. It instills awareness among

the public of their obedience to traffic rules and regulation and the importance

of their road safety. And also it conducts research and studies to enhance

more efficient and effective traffic management.

Fenequito further added that the city has a total of 82 routes which are

managed with a computerized traffic system, making Davao the only place in

the Philippines with a traffic light installed at nearly each intersection. It is said

that the presence of too many traffic lights tends to make vehicles move

slower. However, there is no question about the fact that the system performs

when it comes to organizing traffic flow. The city’s roads are also managed

with a CCTV system that has proven its usefulness in terms of resolving

cases involving vehicular accidents, traffic violations and even the movement

of criminals.

The volume of traffic in Davao is generally dependent on certain factors

such as the day, the time of day and miscellaneous issues, including ongoing

road widening projects, rerouting experiments, etc. On weekends and

holidays, traffic is usually free-flowing, but on a regular weekday, the situation

can get tight during the hours of 7-10 in the morning, and 4-8 in the afternoon

towards the evening. This pattern includes the larger roads such as Quimpo

Boulevard, JP Laurel Avenue and Buhangin. However, for long-time Davao

drivers, there are many shortcuts that could be taken.

.

Theoretical and Conceptual Framework

This study was coined from Bartone et. al. (1994) that inadequate

transportation system hampers economic activities and creates hindrances for

development. In most of the developing countries, which are overburdened by

huge population and extreme poverty, increasing economic activities and

opportunities in the cities result in rapid increase in urban population and

consequent need for transportation facilities. Authorities in these countries

often fail to cope with the pressure of increasing population growth and

economic activities in the cities, causing uncontrolled expansion of the cities,

urban sprawl, traffic congestion and environmental degradation. The

backbone of urban activities is the urban transportation network. The

transportation network of an urban area is usually designed to accommodate

the transportation activities of urban people. With growing population and

diversified land use activities, transportation system needs to be updated or

readjusted. Any lag between growing transportation demand and network

capacity results in traffic congestion, thereby economic loss and

environmental degradation.

Shown in Figure 1 is the conceptualized framework of this study. The

framework represented in the input showed the problems concerning traffic

congestion in Davao City enumerated as follows: PUJ routes; pedestrian

crossings and the present traffic scheme plan. Also depicted in the output is

the proposed intervention scheme proposed by the researchers.

Input Output

p

Figure 1. Conceptual Framework of the Study

Traffic Scheme of Davao City

• PUJ routes

• Pedestrians crossing

• Present traffic scheme plan

Intervention Scheme

Significance of the Study

The findings of this research will be significant to the following entities:

The City Government. The results of the study will help most

specifically the Davao City Traffic Management Center and the city

government of Davao in mitigating traffic congestions on all streets where

traffic congestions can be experienced during peak hours of the working days.

Public Utility Jeepney (PUJ) Drivers. With the results of the study,

the PUJ drivers will become educated and observant to the traffic rules.

Pedestrians. The findings of the study can be the best tool to

determine the motivational needs for pedestrians.

Researchers. The findings of the study can be a great source of

reference for future researchers who have the same interest.

Definition of Terms

To provide a better understanding of the study, the following terms

were given meaning through how it is used in the study.

Traffic Management – a local government agency designated to

oversee traffic related problems within Davao City only.

Public Utility Vehicles- a public service vehicle, such as the bus

system

Pedestrian – term used for someone crossing the street.

Traffic congestion - is a condition on road networks that occurs as

use increases, and is characterized by slower speeds, longer trip times, and

increased vehicular queueing.

Route - thoroughfare for transportation.

Chapter 2

METHOD

This chapter deals with the methods used in the conduct of the study.

This will be utilized to best attain the main focus of the study. This also

discusses the research design, research subjects, research instruments, data

gathering procedure and data analysis to be applied in analyzing the results of

the study.

Research Design

This study employs the descriptive survey research design. As cited by

Mark R. Leary (2010), it is designed to describe the characteristics or

behaviors of a particular population in a systematic and accurate fashion.  In

this study, the design will be used to find out how

The main focus of this study is to determine the traffic congestion in

Davao City in order for the researchers to formulate traffic intervention

scheme measures.

Research Subject

The respondents of this study were the motorists of Davao City. This

allowed the researchers to sample the population with a desired degree of

accuracy. This gave the researchers an idea of how large the sample size

needs to be to ensure a reasonable accuracy of results. The actual

respondents of the study were one hundred eighty (180) motorists/drivers in

Davao City.

Research Environment

This study will be done along the busiest streets during peak hours of

working and school days in Davao City. These streets include: San Pedro,

C.M. Recto, McArthur Highway, J.P. Laurel and Mabini.

Research Instrument

The researchers will be using a self-administered survey questionnaire

as an instrument to the research study to determine the traffic congestion in

Davao City. There are two sets of questionnaires prepared by the

researchers. One is designed to determine the driver’s familiarity of the traffic

rules and regulations and the other one was designed for the drivers’

perception with the traffic scheme. The researchers’ questionnaires were

made for a 5-minute maximum time of answering the questionnaire since the

drivers are driving the vehicle while being interviewed by the researchers.

Data Gathering Procedure

The researchers handed questionnaire to the drivers-respondents to

fill-up and will be retrieved after it was done for tabulation purposes. For data

tabulation, the researcher will be using Likert scaling technique.

The researchers carefully reviewed and corrected the questionnaire.

The validity of the instrument was determined by computing the average

mean ratings of the expert. The acquired mean for the instrument used in this

study is 4 or always.

Statistical Treatment of Data

The data gathered for this research were tallied, tabulated analyzed

and interpreted using the following statistical tools:

Gathering of data was done with the use of a questionnaire which was

checked and validated. There are two questionnaires for the PUJ drivers and

has two parts. The first part was a checklist that will determine the drivers’

knowledge with traffic rules and regulations. The second part was a set of

questions that measured the factors that affects the traffic condition within

Davao City proper. This questionnaire was patterned from a Likert scaling

technique but using the four–point scale or called as forced choice method

since the middle option is not available. The respondents identified “1” as the

lowest and “4” as the highest: 4–Always, 3–Often, 2–Sometimes, 1–Never.

For interpretation purposes, the following scales were used:

The Likert Scale was used to determine the level of learning motivation

of students. Hall (2012) stated that Likert Scale is the best measures in

determining the mode or the most frequent response. This is best done by

putting tick on a box/blank in response to a large number of items concerning

the study. It is common to treat the number obtained from a rating scale

directly as measurements by calculating averages or more generally any

arithmetic operations. The levels of satisfaction are ordered with their

respective range of means and descriptions are as follows:

Range of Means Descriptive Equivalent Description

3.26 – 4.00 Always If the level of satisfactiondescribed in the item were manifested at all times.

2.51 – 3.25 Often If the level of satisfactiondescribed in the item were manifested in many but not the majority of the cases.

1.76 – 2.50 Sometimes If the level of satisfactiondescribed in the item was manifested in a few instances.

1.00 – 1.75 Never If the level of satisfactiondescribed in the item was not manifested at all.

Range of Means Descriptive Equivalent Description

3.26 – 4.00 Always If the level of satisfaction described in the item were manifested at all times.

2.51 – 3.25 Often If the level of satisfactiondescribed in the item were manifested in many but not the majority of the cases.

1.76 – 2.50 Sometimes If the level of satisfactiondescribed in the item was manifested in a few instances.

1.00 – 1.75 Never If the level of satisfactiondescribed in the item was not manifested at all.

Mean. A percentage is a proportion between two quantities expressed

in hundredths. It is often used to define a portion as a fraction of a whole. It's

widely used in statistics, and finance to define probability, rate of return etc.

This was used to determine the result of the questionnaires given to the PUJ

drivers.

Percentage. is an arrangement of the values that one or more

variables take in a sample. Each entry in the table contains the frequency or

count of the occurrences of values within a particular group or interval, and in

this way, the table summarizes the distribution of values in the sample.

This statistics was utilized to find out the level vehicles with routes passing

San Pedro, C.M. Recto, McArthur Highway, J.P. Laurel and Mabini streets.