A Study of The Local Public Transportation Route Manual Draft

A STUDY OF THE
LOCAL PUBLIC TRANSPORTATION ROUTE MANUAL
DRAFT
MUNICIPALITY OF MARIVELES
PREPARED BY
STUDENTS OF PLAN 210.1

COURSE COORDINATOR: CARMELI MARIE C. CHAVES
School of Urban and Regional Planning | University of the Philippines, Diliman

Table of Contents
Chapter 01: A Summary and Assessment of the LPTRP Draft of Mariveles ..................................... 1
1.1 Introduction ......................................................................................................................................................... 1
1.2 Composition of the LPTRP team ................................................................................................................ 6
1.3 Study area .............................................................................................................................................................. 7
1.4 Statement of the problem ........................................................................................................................... 14
1.5 Objectives and targets .................................................................................................................................. 14
1.6 Review of existing conditions ................................................................................................................... 15
1.7 Monitoring and evaluation......................................................................................................................... 27
1.8 Summary of proposed plan from the lgu ............................................................................................ 27
1.9 Recommendations to the lgu ..................................................................................................................... 28
Chapter 02: Data collection and analysis ................................................................................................... 39

2.1 Scope and Limitations ................................................................................................................................... 39
2.2 Secondary Data ................................................................................................................................................. 39
2.2.1 Authority of the Freeport Area of Bataan (AFAB) ........................................................................... 39
2.2.2 Development Constraints ........................................................................................................................... 40
2.3 Primary Data ...................................................................................................................................................... 50
2.3.1 Traffic Volume Count Survey ..................................................................................................................... 50
2.3.2 Boarding and Alighting Survey ................................................................................................................. 57
2.3.3 Travel Time Survey ........................................................................................................................................ 98
2.3.4 Ocular Survey ................................................................................................................................................ 101
Chapter 03: General Conclusion and Recommendation to Mariveles LGU .................................. 116
List of Figures
Fig 1.1: Location map of Mariveles, Bataan ......................................................................................................................................... 2

Fig 1.2: Employment Sectors (by percentage of workers) in Mariveles (as of 2015) ...................................................... 5
Fig 1.3: Distribution of workers (by percentage) in employment sectors ............................................................................ 5
Fig 1.4: Administrative map of Mariveles Municipality ................................................................................................................. 8
Fig 1.5: Mariveles Road Networks...........................................................................................................................................................9
Fig 1.6: Distribution of Roads (by structure) ....................................................................................................................................12
Fig 1.7: Map of Mariveles Road condition (by surface conditions).........................................................................................13
Fig 1.8: Location of Bus Terminals andDepots................................................................................................................................16
Fig 1.9: Transport Route-Provincial Buses (Genesis, Bataan Transit) ..................................................................................17
Fig 1.10: Transport Route-Mariveles-Balanga Vice versa (Mini Bus)...................................................................................19
Fig 1.11: Transport Route-Mariveles Proper to Brgy. Cabcaben Vice versa (Jeepney).................................................20
Fig 1.12: Transport Route- Malaya to Balon Vice versa (Jeepney).........................................................................................21
Fig 1.13: Distribution of Public Transport (by percentage) .......................................................................................................22
Fig: 1.14: Consolidated Transport Routes ..........................................................................................................................................24
Fig 1.15: FAB Shuttle System (Source: FAB) .....................................................................................................................................32
Fig 1.16: Proposed integrated terminal (FAB area).......................................................................................................................33
Fig 1.17: Proposed Provincial Bus Route...........................................................................................................................................34
Fig 1.18: Proposed Minibus Route .........................................................................................................................................................35
Fig 1.19: Proposed Jeepney Route (Cabcaben-Mariveles vice versa) ....................................................................................36
Fig 1.20: Proposed Jeepney Route (Balon- Malaya viceversa).................................................................................................37
Fig 2.1: Slope Map of Mariveles...............................................................................................................................................................41
Fig 2.2: Map Showing Areas for Future Urban Expansion of Mariveles ...............................................................................42
Fig 2.3: Distribution of Active faults and trenches of Mariveles ..............................................................................................43
Fig 2.4: Earthquake-triggered landslide susceptibility Map of Mariveles ...........................................................................44
Fig 2.5: Liquefaction Susceptibility Map of Mariveles ..................................................................................................................45
Fig 2.6: Landslide susceptibility Map of Mariveles ........................................................................................................................46
Fig 2.7: Active and Potentially Active Volcanoes near Mariveles ............................................................................................47
Fig 2.8: Tsunami Hazard Map of Mariveles........................................................................................................................................48
Fig 2.9: 100-Year Flood Hazard Map of Mariveles .........................................................................................................................49
Fig 2.10: Poblacion Traffic Volume Count (Motorcycle) ..............................................................................................................52
Fig 2.11: Poblacion Traffic Volume Count (Tricycle) ....................................................................................................................52
Fig 2.12: Poblacion Traffic Volume Count (Jeepney).....................................................................................................................53
Fig 2.13: Poblacion Traffic Volume Count (Bus) .............................................................................................................................54
Fig 2.14: Poblacion Traffic Volume Count (Private Vehicle) ......................................................................................................54
Fig 2.15: FAB Traffic Volume Count (Motorcycle) ..........................................................................................................................55
Fig 2.16: FAB Traffic Volume Count (Tricycle) ................................................................................................................................55
Fig 2.17: FAB Traffic Volume Count (Jeepney).................................................................................................................................56
Fig 2.18: FAB Traffic Volume Count (Bus) .........................................................................................................................................56
Fig 2.19: FAB Traffic Volume Count (Bus) .........................................................................................................................................57
Fig 2.20. Poblacion – Cabcaben Route (October 26, AM)............................................................................................................59
Fig 2.21. Poblacion – Cabcaben Route (October 26, PM)............................................................................................................60
Fig 2.22. Cabcaben - Poblacion Route (October 26, AM) .............................................................................................................60
Fig 2.23. Cabcaben - Poblacion Route (October 26, PM).............................................................................................................61
Fig 2.24. Cabcaben - Poblacion Route (October 26, PM).............................................................................................................62
Fig 2.25. Poblacion – Cabcaben Route (November 4, PM).........................................................................................................63
Fig 2.26. Cabcaben - Poblacion Route (November 4, AM)..........................................................................................................63
Fig 2.27. Cabcaben - Poblacion Route (November 4, PM) ...........................................................................................................64
Fig 2.28: Poblacion – Cabcaben Jeepney Route and Stops ..........................................................................................................65
Fig 2.29: Boarding and alighting Result – Poblacion – Cabcaben route (October 26, AM)...........................................66
Fig 2.30: Boarding and Alighting Result-Poblacion-Cabcaben Route (october 26, PM) ................................................67
Fig 2.31:Boarding and alighting Result – Cabcaben – Poblacion route (October 26, AM)............................................68
Fig 2.32: Boarding and alighting Result – Cabcaben – Poblacion route (October 26, PM)...........................................69
Fig 2.33. Boarding and alighting Result – Poblacion - Cabcaben route (November 4, AM).........................................70
Fig 2.34. Boarding and alighting Result – Poblacion - Cabcaben route (November 4, PM).........................................71
Fig 2.35: Boarding and alighting Result – Cabcaben - Poblacion route (November 4, AM).........................................72
Fig 2.36: Boarding and alighting Result – Cabcaben - Poblacion route (November 4, PM).........................................73
Fig 2.37. Jeepney Net Capacity Result – Poblacion – Cabcaben Route (October 26, AM).............................................74
Fig 2.38: Jeepney Net Capacity Result – Poblacion – Cabcaben Route (October 26, PM).............................................75
Fig 2.39: Jeepney Net Capacity Result – Cabceben - Poblacion Route (October 26, AM)..............................................76
Fig 2.40: Jeepney Net Capacity Result – Cabceben - Poblacion Route (October 26, AM)..............................................77
Fig 2.41: Jeepney Net Capacity Result – Poblacion – Cabcaben Route (November 4, AM)...........................................78
Fig 2.42: Jeepney Net Capacity Result – Poblacion – Cabcaben Route (November 4, PM)...........................................79
Fig 2.43: Jeepney Net Capacity Result – Cabcaben – Poblacion route (November 4, AM)............................................80
Fig 2.44: Jeepney Net Capacity Result – Cabcaben – Poblacion route (November 4, PM)............................................81
Fig 2.45: Jeepney Occupancies for both directions of Poblacion - Cabcaben Route in the morning and
afternoon...........................................................................................................................................................................................................82
Fig 2.46: Weekend Boarding & Alighting Results along Direction A: Balon to Malaya ..................................................87
Fig 2.47. Weekday Boarding & Alighting Results along Direction A: Balon to Malaya...................................................87
Fig 2.48: Weekend Boarding & Alighting Results along Direction B: Malaya to Balon ..................................................88
Fig 2.49: Weekday Boarding & Alighting Results along Direction B: Malaya to Balon ..................................................89
Fig 2.50: Jeepney Occupancies for both directions of Balon-Malaya Route in the morning and afternoon .........90
Fig 2.51. Balon-Malaya Route Jeepney Net On-board Capacity per Station Result (November 4, AM) ..................91
Fig 2.52: Balon-Malaya Route Jeepney Net On-board Capacity per Station Result (November 4, PM) ..................92
Fig 2.53. Balon-Malaya Route Jeepney Net On-board Capacity per Station Result (October 26, AM) ....................93
Fig 2.54: Balon-Malaya Route Jeepney Net On-board Capacity per Station Result (October 26, PM) ....................94
Fig 2.55: Malaya-Balon Route Jeepney Net On-board Capacity per Station Result (November 4, AM) ..................95
Fig 2.56: Malaya-Balon Route Jeepney Net On-board Capacity per Station Result (October 26, AM) ....................96
Fig 2.57: Malaya-Balon Route Jeepney Net On-board Capacity per Station Result (October 26, PM ......................97
Fig 2.58: Average Travel Time for Poblacion-Cabcaben Route on a Weekend ..................................................................98
Fig 2.59: Average Travel Time for Poblacion-Cabcaben Route on a weekday ...................................................................99
Fig 2.60: Average Travel Time for Balon-Malaya Route on a Weekend............................................................................. 100
Fig 2.61: Average Travel Time for Balon-Malaya Route on a Weekday ............................................................................. 101
Fig 2.62. Lack of Pedestrian Facilities ............................................................................................................................................... 101
Fig 2.63: Roadside Vendors occupying Road Shoulder ............................................................................................................. 102
Fig 2.64. Road shoulder used as Garbage Dump Site ................................................................................................................. 102
Fig 2.65. Road without Pavement Markings................................................................................................................................... 103
List of Tables
Table 1.1: Mariveles Barangays as per Land Area ............................................................................................................................ 3

Table 1.2: Population of Bataan as of 2015 ......................................................................................................................................... 4
Table 1.3: Employment by sex, Municipality of Mariveles............................................................................................................4
Table 1.4: Type of Tenure Status occupied by households in Mariveles ................................................................................ 6
Table 1.5: Mariveles Road Inventory (National) .............................................................................................................................11
Table 1.6: Total length of roads by Barangay and surface condition .....................................................................................12
Table 1.7: Volume Capacity Ratio for Mariveles Roads, 2015 ...................................................................................................15
Table 1.8: Existing Bus routes in Mariveles.......................................................................................................................................16
Table 1.9: Distribution of public transport in Mariveles (Source: Hausland Development Corp.)...........................18
Table 1.10: Assessment of Public Transport Vehicles (Source: CLUP, Municipality of Mariveles) ..........................22
Table 1.11: Average Annual Daily Traffic (2013 and 2015) ......................................................................................................23
Table 1.12: Actual number of units (Bus and Mini Bus) operating daily during Peak hours ......................................26
Table 1.13: Total person-trips generation .........................................................................................................................................28
Table 1.14: comparison to approved LPTRP of General Santos City......................................................................................38
Table 2.1: Land Supply for Urban Expansion of Mariveles. ........................................................................................................42
Table 2.2: Summary of Geological and Climatological Hazards................................................................................................49
Table 2.3: Population of Barangays along Poblacion - Cabcaben Route ...............................................................................58
Table 2.4. Population of Barangays along the Balon-Malaya Route .......................................................................................85
Table 2.5: Stations used in Analysis of Balon-Malaya Route .....................................................................................................86
Acknowledgement
The Local Public Transport Route Plan (LPTRP) is relevant for any city or municipality
towards a commitment on providing long term solutions on the general problems of traffic
congestion within its territory and seeks to reduce the reliance on private vehicle use and approach
environmentally sound mobility solutions. There is a need to integrate transportation planning to
organize the Transport System in a more systematic manner.
This is a contribution to the Local Public Transport Route Plan for Mariveles, Bataan. It is
expected that this would be of assistance to the Local Government Unit in formulating public
transport routes more effectively and rationally in order to provide the residents of Mariveles a safe
and free flowing traffic pattern.
The team would like to acknowledge the assistance of the Local Government Unit of
Mariveles, for providing with secondary data with scopes for improvement and the hospitality of the
officials from the Authority of the Freeport Area of Bataan and their help with supporting documents
for this report.
The team would also like to thank Prof. Carmeli Marie C. Chaves, course instructor for this
Planning Workshop class, Prof. Sheila Ma. Gaabucayan-Napalang for her brief lessons on surveying
and Ms. Anna Clara Marçall for joining the team survey.
Composition of the Team
The survey mainly consisted of Counts for Traffic Volume and Boarding and Alighting. Ocular survey
was carried out as an additional technique for general perspective of the area. Primary and secondary
data were divided among the team to be categorized and then analyzed.
Primary Data
The surveys were conducted on a weekend and on a following weekday, starting from 7AM till 6PM.
The teams were divided accordingly.
Weekend
1. Traffic Volume Count
FAB Area: Angeli De Leon Marzan, Jerome B. Leaño
Poblacion: Luis Marco A. Concepcion, Jasmin B. Eleazar
2. Boarding and Alighting

Poblacion-Cabcaben Route: Rafaela Mae M. Landayan, Erwin James G. Caluag
Balon-Malaya Route: Ruby Jane Marcos Duot, Dino Balasbas
3. Travel time: The survey for this category was done simultaneously by the team assigned for
Boarding and Alighting.
4. Ocular survey for Road Safety, Terminal Locations within the LGU: Luis Marco A. Concepcion,
Angeli De Leon Marzan and Rafaela Mae M. Landayan.
Weekday
1. Traffic Volume Count
FAB Area: Angeli De Leon Marzan, Sonia Islam
Poblacion: Josef Ian Bondoc, Jasmin B. Eleazar and Anna Clara Marçall
2. Boarding and Alighting

Poblacion-Cabcaben Route: Rafaela Mae M. Landayan, Erwin James G. Caluag and Luis Marco
A. Concepcion
Balon-Malaya Route: Ruby Jane Marcos Duot, Dino Balasbas
3. Travel Time: The survey for this category was done simultaneously by the team assigned for
Boarding and Alighting.
Secondary Data
1. FreePort Area of Bataan (FAB): Josef Ian Bondoc, Rafaela Mae M. Landayan and Erwin James
G. Caluag
2. LGU: The entire team made an official visit to the Mariveles City Hall as part of the assessment
of draft LPTRP and probable additional documents.
Rationale
The Department of Transportation released the signed Department Order (DO) 2017-011 or
the Omnibus Guidelines on the Planning and Identification of Public Road Transportation Services
and Franchise Issuance last June 2017. According to the DO, all Local Government Units (LGU) are
required to craft a Local Public Transportation Route Plan (LPTRP). The LPTRP aims to determine
the appropriate public transportation routes and services given the existing and future passenger
demand within its area of jurisdiction.
The Municipality of Mariveles drafted an LPTRP for the year 2019-2022. Upon review of the
draft plan, the team recognized the need to further analyze the current transport situation of the
municipality. More than that, there is insufficient primary data such as vehicle counts, loading and
unloading patterns among others.
The team decided to develop a supplementary study to improve and develop the LPTRP draft
of the municipality of Mariveles. Having an approved LPTRP will enable them to develop route-
oriented, gender-inclusive and comprehensive transport plans.
Chapter 01: A Summary and Assessment of the LPTRP Draft of Mariveles
1.1 Introduction
Vision and Mission
The vision and mission for Mariveles aim for a high quality of life together with sustainable
development where Economy, Equity and Environment shall be harmonized. It envisions the
development of Mariveles as a model of Sustainable Industrial Development, Leading Tourism
Heaven in Region III and a Gateway to Manila Bay.
Vision: Mariveles, a Model of Sustainable Industrial Development; Leading Tourism Heaven in

Region 3; and Gateway to Manila Bay. A healthy, safe and livable community blessed with resilient,
empowered and responsible citizens; supported by a globally-competitive, inclusive and leading
economy, and accessible and high quality infrastructures; and, governed and inspired by accountable,
transparent and effective leaders.
Mission: Towards becoming a Model of Sustainable Industrial Development; Leading Tourism

Heaven in Region 3; and Gateway to Manila Bay. As the keeper of the Vision, the Local Government
Unit shall promote and establish a sustainable connection between and among the following land use
change management components: hardware (the built-up and un-built environments), software
(local constituents/stakeholders; the socio-economic game players), and the orgware (the
decision/policy-makers, local government and private sector coalitions) in order to promote the
general welfare and common good of the citizens of Mariveles.
The vision is based on the locational advantage that Mariveles has as an area from which
Metro Manila attracts the population that are involved in industrial activities. Since the early 1970s,
the province of Bataan has been benefited from the industrial dispersal policy of the national
government promoting/incentivizing the relocation of existing industries in Metro Manila to newly
created industrial/economic zones outside the metropolis. However, due to the absence of a suitable
port area, the Bataan Economic Zone (BEZ) was not considered as a successful business model since
its inception. It was after the Freeport zone was found in 2007, that the competitiveness and the
income generating status improved significantly. The BEZ, now the much more revived Freeport Area
of Bataan (FAB) is an earning source for the municipality besides other industrial areas located on
the eastern and south eastern coastal areas of Mariveles. Through the vision statement, the LGU
commits to a growth that is inclusive, whereby
(i) The citizens would benefit from a sustained growth;

(ii) The environment would not be compromised
(iii) What needs to be treasured in the natural environment would be conserved, preserved, and even
rehabilitated.
1
The crafting of this proposed Local Public Transport Route Plan (LPTRP) for the municipality of
Mariveles through the effort of the LPTRP Team and other stakeholders was intended to address
issues for the attainment of the vision of the future development of the municipality. All of these
outcomes could be realized through a leadership that is committed to good governance. The plan
looks towards:
 Future infrastructure developments that will physically and functionally integrate all
communities into the urban fabric of Mariveles.
 Paved roads and eco-friendly public utility vehicles (PUVs) that shall efficiently serve the
municipality, connecting new and existing settlements with places of employment and urban
services, industrial areas with their markets, Lower Mariveles and upper Mariveles, east and
west, high growth areas and agricultural communities.
 Far-flung settlements including communities that are vulnerable to certain hazards such as
flooding and landslides shall be made accessible through new or upgraded roads, and
improvements in the existing transport system.
Profile
This section describes the geographic, demographic and economic condition of Mariveles.
Fig 1.1: Location map of Mariveles, Bataan
Geography: Mariveles is a first-class municipality located at the southernmost tip of Bataan

peninsula and is approximately 173 kilometers away from Manila via NLEX and about an hour trip
via Manila Bay. Its geographic locations are 14° 26’ latitude and 126° 24’ longitude. The municipality
is bounded on the east by Manila Bay; south by North Channel which separates the town from the
2
island of Corregidor; northeast by the municipality of Limay; northwest by the municipality of Bagac;
and in the west by the West Philippine Sea (Fig 1.1)
Land Area: The Municipality of Mariveles has a total land area of 15,920 hectares. This covers 12%
of the total area of Bataan. Mariveles has 18 barangays, 12 of which are classified as coastal. Biaan
has the biggest barangay in terms of land area and San Carlos is the smallest (Table 1.1)
Barangay Land Area (has.)
Alasasin 2,369.63
Alion 651.78
Balon-Anito 888.17
Baseco 263.75
Batangas II 558.12
Biaan 6,004.00
Cabcaben 1,629.00
Camaya 412.37
Ipag 662.00
Lucanin 300.00
Malaya 500.00
Maligaya 692.00
Mt. View 482.01
Poblacion 31.43
San Carlos 2.19
San Isidro 25.34
Sisiman 67.48
Townsite 380.43
Table 1.1: Mariveles Barangays as per Land Area
Demography: Based on the 2015 Census of Population done by the Philippines Statistics Authority (PSA), the
population of Mariveles was 127,536; being the municipality having the highest population among the 12
municipalities of Bataan (Table 1.2)
3
Municipality Population
1 Mariveles 127,536
2 Dinalupihan 106,371
3 City of Balanga 96,061
4 Limay 68,071
5 Orani 66,909
6 Hermosa 65,862
7 Orion 56,002
8 Pilar 41,823
9 Abucay 39,880
10 Samal 35,298
11 Morong 29,901
12 Bagac 26,936
Table 1.2: Population of Bataan as of 2015
Also based on the PSA’s population data for municipality of Mariveles, Barangay Alas-Asin has been
registered with the greatest number of constituents (15,047; 12% of the total population of
Mariveles) while barangay Biaan and San Carlos are the lowest constituents (1,837 and 1,517
respectively). The municipality has experienced in-migration reflected in the projected count of
105,748 and the actual population count of 112,707. It is projected that by the year 2030, Mariveles
would have a population of 173,712. The significant increase is a probable outcome due to the
continuous development of the municipality.
Local Economy: The 2015 CBMS data of the Province of Bataan revealed that the Municipality of
Mariveles has a total of 32,648 employed members of the labor force, of which 20,519 are males
(63%) and 12,129 are females (37%). This denotes an employment rate of 87.36 percent for the
municipality (Table 1.3)
Table 1.3: Employment by sex, Municipality of Mariveles
4
As of July 2015, about 92 percent of the total workers of the municipality were engaged in production
activities, 3.0 percent in technical work, and 5.0 percent in management and administration (Fig 1.2).
In terms of the distribution of worker by employer, approximately 58.29 percent (15,590 workers)
were employed by locators in export processing zones; 28.54 percent by agencies/cooperatives; and
11.04 percent by TESDA. The remaining workers are employed by commercial establishments (Fig
1.3).
Fig 1.2: Employment Sectors (by percentage of workers) in Mariveles (as of 2015)
Fig 1.3: Distribution of workers (by percentage) in employment sectors
Income: Based on the CBMS Census 2010-2015 of the Province of Bataan, there are 6,533 (42%)
households with income below poverty threshold and 5,031 households with income below food
threshold (32.4%). Only 42 households (0.30%) experienced food shortage. Meanwhile, a total of
2,044 households have unemployed members of the labor force. This denotes an unemployment rate
of 15.5 percent among households and 12.6 percent (4,723 individuals) among individuals. In terms
of the number of population, there are 60,326 individuals (58.7%) with income below the poverty
5
threshold and 48,489 individuals with income below the food threshold. There are 269 persons who
experienced food shortages.
Housing: Housing data from the Provincial Planning and Development Office (PPDO) reveal that
most barangays have informal settlers. Only the barangays of Alion, Baseco, Malaya, and San Carlos
do not have informal settlers as of 2015. For the Municipality of Mariveles, out of 1,678 identified
poor households, 149 own their house and lot, 41 rent their house and lot, 5 own the house but rents
the land where their house is built, while the majority own their houses built on land that they occupy
for free, with the consent of the landowner (Table 1.4)
Table 1.4: Type of Tenure Status occupied by households in Mariveles
1.2 Composition of the LPTRP team
Pursuant to DOTr Department Order No. 2017-001dated June 19, 2017 and DOTr- DILG JMC
No. 001 series of 2017 dated June 19, 2017, which states: ―There is a need to create the Local Public
Transport Route Plan Committee.
The Local Government Unit (LGU) of Mariveles’ Public Transport Route Plan Committee was
organized through an Executive Order No. 041, Series of 2018 and assigned to craft the Local Public
Transport Route Plan (LPTRP) for the municipality, which shall precede and from which shall be
anchored all local policies and ordinances pertaining to all modes of public transportation including
motorized tricycles for which is under the jurisdiction of the municipal government to regulate per
RA 7160.
The LPTRP Committee was therefore created and is composed of the following:
 Chairman: HON. Municipal Mayor

 Co-Chairman: HON. ANGELITO M. SUNGA
 SB Committee on Transportation: Municipal Administrator
 Permanent Alternate: GLADY GLOCHIEGRE G. DACION C.E. EnP.
OIC-MPDC
6
 Members:
o P/INSPTR. JOSE DELA CRUZ (Public Safety OIC)
o ENGR. ILDEFONSO G. TARRIELA, JR. (Municipal Engineer)
o MS. MARILYN DEL MUNDO (Municipal Agriculture OIC)
o P/SUPT DONATO BAIT (Chief of Police)
o HON. VENANCIO L. VILLAPANDO, JR. (SB Member/ABC President)
o ENGR. ULYSSESS LLADO (DPWH Bataan 2nd District)
o MR. RONALD S. DABU (Land Transportation Chief – Balanga district)
o MR. RICARDO BUMAGAT (Inspector-Franchise)
o MR. RUSTAN PADUA (PRO Administrator – Bataan Weather Page)
o MS. ROSE DELA CRUZ (Auditor-Owner-Trident Restaurant, Representative from
Business Sector)
o MR. EMMANUEL ARQUIZA (Chairman MAFETODA-Representative)
o MS. DONIA ALONZO (Representative from the Authority of the Freeport Area of
Bataan)
 Head Secretariat: ENGR. MARCELO B. SERRANO (OIC-MDRRMO)
 Technical Working Group
o Head: ENGR. GLADY GLOCHIEGRE G. DACION, C.E., EnP
o MS. SHIELA ROSE P. ARINGO
o MR. MICHAEL MEDINA
o MR. JORISS JALOS
o MR. DENNIS MOULIC
1.3 Study area
The study area covered road networks that passed through 18 barangays within Mariveles and
the Highways that connect Mariveles to other Municipalities (Fig 1.4 and 1.5)
7
Fig 1.4: Administrative map of Mariveles Municipality
8
Fig 1.5: Mariveles Road Networks
9
Length of Roads: A total of 65,254 km of National road serves Mariveles area (includes EPZA by
pass roads, Port roads and diversion roads to Mindanao-Luzon). 46,483 km of by-pass and port
road sections run through Balanga to Mariveles (Table 1.5)
10
Table 1.5: Mariveles Road Inventory (National)
Road Surface condition: 451 roads are divided among 18 Barangays with a total length of 302.497
km. The road types however vary in places and are categorized as per their structural conditions
(Table 1.6). Majority of the concrete roads are in good condition, which covers 81% of the total length
of roads running through Mariveles. The rest, 18% and 1% are covered by Gravel and Asphalt roads
respectively (Fig 1.6 and 1.7)
Barangay Total Length of Road length by surface type

roads (Km)
Concrete Gravel/Earth Asphalt
Alasasin 70.511 44.321 26.190
Alion 7.221 7.221
Balon Anito 21.191 21.191
Baseco 7.831 1.639
Batagas II 16.100
Biaan 30.807 19.277 11.530
Cabcaben 11.848 10.216 1.632
Camaya 9.670 6.588 2.162 0.920
Ipag 9.069 9.069
Lucanin 15.676 15.110 0.566
Malaya 17.731 17.731
Maligaya 11.090 11.090
Mt. View 22.574 16.717 5.857
Poblacion 7.191 7.191
San Carlos 1.386 1.042 0.345
11
San Ialdro 2.906 2.906
Sisiman 4.162 4.162
Townsite 6.307 5.187 1.120
Bypass Road (Maligaya, Baseco, 7.385 7.385

Sisiman, Alasasin)
Roman Super Highway (Poblacion, 21.497 21.497

Malaya, Maligaya)
Total length of roads (by type) 227.900 50.695 1.265
Table 1.6: Total length of roads by Barangay and surface condition
Fig 1.6: Distribution of Roads (by structure)
12
Fig 1.7: Map of Mariveles Road condition (by surface conditions)
13
1.4 Statement of the problem
The Mariveles LGU enumerated the specific public transport issues and problems of the municipality
in chapter five of the draft.
The evaluation of traffic and vehicular issues have been part of discussions by various stakeholders
as development constraints in transport sector. There are multiple concerns regarding the traffic
pattern and function in Mariveles, a major part of which is the unregulated increase in the number of
tricycles and motorcycles fast moving in the narrow streets. These results in traffic congestion during
peak hours, contribute to delay of goods and services and inevitably causes air pollution from
vehicular emissions. Mismanagement in the transport plan and regulations are quite visible since
there are unregistered vehicles in service along with undisciplined PUV drivers and commuters. The
difficulty of navigation on the zigzag and by-pass roads in FAB leads to frequent accidents, especially
those involving heavy trucks. The missing provision of appropriate parking areas and terminals for
either public or private vehicles also add up to the overcrowded streets, where vehicles are parked
rather illegally.
With these concerns existing in the municipality, the Sanggunian Bayan passed ordinances that will
strengthen the capability of the LGU to implement the law in the transportation sector.
1. BAGONG BATAS PANGTRAPIKO NG BAYAN NG MARIVELES – Ordinance no. 2016-114

2. REGULATING THE OPERATION OF TRICYCLES AND SINGLE MOTORIZED VEHICLES IN THE
MUNICIPALITY OF MARIVELES, AN AMENDMENT TO MUNICIPAL ORDINANCE NO. 23-2002
– Municipal Ordinance No. 2017- 120
3. AN ORDINANCE REQUIRING ALL BUS, MINI BUS, JEEPNEY, AND TRICYCLE DRIVERS AND
CONDUCTORS TO WEAR IDENTIFICATION CARD (ID) WHILE FLYING WITHIN THE
MUNICIPALITY OF MARIVELE AND PROVIDES PENALTY THEREOF.
1.5 Objectives and targets

The transportation development goals indicated by the LPTRP Team and stakeholders are:
 Improve accessibility and mobility that will ensure faster movement of goods and services.
 Develop well-planned, reliable and adequate transportation facilities and infrastructure that
would support the economic activities of the Municipality while upholding sustainable
transport practices.
The development objectives towards the goals set, are as follows:
 Improve the traffic situation and decrease travel time during peak hours
 Decrease the amount of air pollution that is attributed to vehicle emission
 Regulate the transport system through the passage and implementation of transport
management program
 Decrease or eliminate the number of traffic related accidents.
14
Certain strategies that were also proposed accordingly are:
 Put in place policies that would regulate and improve the traffic situation
 Plan for the use of environmentally sustainable transport system
 Develop transport-related infrastructure and facilities that would improve accessibility and
mobility
 Engagement of experts in transportation.
1.6 Review of existing conditions
Volume Capacity Ratio: Data from DPWH show the Volume Capacity Ratio (VCR) of the Municipality
of Mariveles as of 2015 (Table 1.7). Data also indicates that all roads have values less than 1,
signifying that these roads are still within its design capacity. However, Roman Expressway is already
operating at the limits of its carrying capacity.
Section ID Road Name Volume Capacity Ratio (VCR)
S0134 EPZA By-Pass (Baraso Country Rd) 0.05
S0131 Mariveles-Talaga Bay Rd 0.01
S0136 Sisiman Port Rd 0.16
S0130 Jct Layac-Balanga-Mariveles Port Rd 0.6
S0134 EPZA By-Pass (Baraso Country Rd) 0.05
S0131 Roman Expressway 0.99
S0134 Alas-Asin Port Rd 0.24
S0131 Jct Layac-Balanga-Mariveles Port Rd 0.11
Table 1.7: Volume Capacity Ratio for Mariveles Roads, 2015
Mini-buses provide inter-provincial trips between the Municipality of Mariveles and the provincial
capital of Balanga (Table 1.8). There are currently 149 units of mini-buses that take 2 round trips
between these 2 LGUs covering a distance of 47 Km.
15
Existing route for Mini buses Distance (km) Existing No. of Mini-bus No. of trips/unit
Mariveles-Balanga 47 149 units/day 2 round trips
Table 1.8: Existing Bus routes in Mariveles
Location of Bus Terminals and Depot: The terminals are strategically located at the CBD to capture
the riding market (Fig 1.8 and 1.9).
1. Genesis Transport Services depot along Mariveles-Bagac Road

2. Bataan Transit Terminal along Mariveles-Bagac Road
3. Genesis Transport Services Terminal along Concepcion-Lakandula
4. Bataan Transit Terminal along Lakandula St.
Fig 1.8: Location of Bus Terminals and Depots
16
Fig 1.9: Transport Route-Provincial Buses (Genesis, Bataan Transit)
17
Public Transport Routes and Operators: Public transport system in Mariveles is covered by three
modes in general. As per data in hand, there are 151 units of Bus, 120 units of Jeepney and 2871 units
of Tricycle operating within fixed routes (Table 1.9)
Operators No. of Total no. Hours of
units of units operations
Bataan United Transport Group (BUTGI) 71
BUS Balanga Mariveles Minibus Jeepney Operators 151 3:34 to 21:30

Drivers Transport Multi-Purpose Cooperative 72
(BMMJODTMPC)
FAB Jeepney Operators and Drivers Association

(FABJODA) 40
Mariveles FAB Jeepney Operators and Drivers

JEEPNEY Association (MAFABJODA) 40 120 5:00 to 21:30
BCTODA 35
FABTODA 185
BSMTODA 210
ZII-MTODA 38
TRICYCLE 2871 24 hours in
MATOD 1,230 general
LPCTODA 130
ITODA 225
1834-TODA 818
Table 1.9: Distribution of public transport in Mariveles (Source: Hausland Development Corp.)
The transport routes for Public vehicles have been demonstrated in the following maps, for each
category. (Fig 1.10, 1.11 and 1.12)
18
Fig 1.10: Transport Route- Mariveles-Balanga Vice versa (Mini Bus)
19
Fig 1.11: Transport Route- Mariveles Proper to Brgy. Cabcaben Vice versa (Jeepney)
20
Fig 1.12: Transport Route- Malaya to Balon Vice versa (Jeepney)
21
Public Transport Performance by Route: From the data regarding public transport categories and
function, it is evident that there is a dominance of tricycles operating within Mariveles, as of 2013
(Table 1.10 and Fig 1.13)
 89% of the total public transportation comprise of tricycles. (4650 motorized tricycles
operate in Mariveles, as of 2014 which has increased over the years since 2011)
 6% public utility jeepneys. (the number increased from 2011 to 2013 but then remained
constant at 300 units as of 2014)
 5% of Buses serve long-distance inter-regional and intra-regional distances. Air-conditioned
buses from Metro Manila regularly travel to Mariveles and vice-versa. (240 units of buses
were recorded as of 2014)
 There are currently two private bus companies (with 99 units) operating in Bataan, both
providing trips to and from Metro Manila.
Table 1.10: Assessment of Public Transport Vehicles (Source: CLUP, Municipality of Mariveles)
Fig 1.13: Distribution of Public Transport (by percentage)
The data gathered from the Department of Public Works and Highways (DPWH) show the annual
average daily traffic (AADT) in the Municipality of Mariveles in 2013 and 2015. Table 1.11 below
22
shows significant increase in traffic volume along Mariveles-Talaga Bay Road by 91%; along Sisiman
Port Road by 51%; and the EPZA By-Pass by 47%. However, substantial decrease in traffic volume
is recorded along Roman Expressway by as much as 124%.
Table 1.11: Average Annual Daily Traffic (2013 and 2015)
23
Fig: 1.14: Consolidated Transport Routes
24
There are designations for both Bus and Mini bus depending on time of operations (Inbound and
Outbound) and the time of passage are as follows:
Buses on Weekdays
Buses on Weekends
MiniBuses on Weekdays
25
MiniBuses on Weekends
As part of the traffic impact analysis on critical roads, it was documented that the peak hours for
Buses and Minibuses is between 6AM and 2PM (Table 1.12).
Table 1.12: Actual number of units (Bus and Mini Bus) operating daily during Peak hours
26
1.7 Monitoring and evaluation
Monitoring and evaluation phase is a vital component in the overall development planning process
where project implementation activities have to be monitored systematically across the planning
horizon of nine years. Results of plan monitoring shall be reported to the Office of the Mayor for
official action/dispensation.
The LPTRP shall be monitored every end of the calendar year of its implementation. Any
recommendation shall be reported to the Office of the Mayor for official action/dispensation. The
LGU shall formulate a monitoring tool which will serve as a guide indicating or identifying portions
of the plan that need to be adjusted, amended, or updated. Key personnel of the LGU responsible for
LPTRP monitoring and evaluation include, among others:
1. Municipal Local Chief Executive as the Chairman

2. Department Heads of the LGU
3. SB Member- Chairperson for Transportation and Utilities
4. Liga President and Punong Barangays
5. Three NGO Representatives
1.8 Summary of proposed plan from the lgu
Proposed Priority Programs and Projects for Infrastructure and Public Utilities:
1. Construction of new Diversion Road from Barangay Alasasin (Roman Highway) to Bagac-
Mariveles Road National Highway.
2. Road improvement programs with funding assistance from Provincial Government.
 Transport Management Program- This program is composed of several components

beginning with a transport study that would gather data on the existing number of public and
private vehicles using the roads, level of service at peak hours, modes of transportation,
number and location of accidents, etc. The database will be used to formulate plans and
projects such as regulatory policies, traffic schemes, parking schemes and identification of
facilities needed to improve the transport conditions of the municipality. Experts are
recommended to be commissioned to conduct the study and formulate plans.
3. Urban renewal program of the existing Poblacion (influence area to be delineated) through a
master development plan to include the following infrastructure projects:
 Introduction of Bike lanes
 Designation of tricycle terminals
 Sidewalk reclamation.
4. Construction of terminal for Public Utility Vehicles one inside FAB, one at Brgy. Alasasin).
27
 Construction of an Integrated Terminal- The terminal project is targeting public utility
vehicles that provide the most basic means of transfer for workers in and around FAB. It is
proposed to be located one at the new growth area at Barangay Alasasin and one inside the
FAB. The size of the land to be occupied will depend on the requirements and the operations
of the terminal, as determined by a feasibility study. The project may be in partnership with
a private entity, which may have the capacity and resources for the operation of the project.
5. Develop a water transport facility at FAB or in the proposed 30-hectare reclamation area to
cater to commuting public from/to Metro Manila.
 Construction of a passenger sea port- The seaport project is anchored on the municipality’s
vision to be a gateway from Metro Manila. Travel by sea is the fastest and shortest means of
travel between the two locations. A feasibility study is suggested to be conducted as part of
the project to ensure the technical and financial viability of the project. The operations of the
project may be turned over to a private entity.
6. Traffic Signages: The project involves the purchase and installation of additional standard
safety and informational signages. This is mainly to reduce the number of accidents and increase
the safety of motorists in the municipality.
1.9 Recommendations to the lgu
Total Person-Trips: The demand for transport is inevitably based on the projected activities of an
area and an estimation of its generated traffic. As for Mariveles, the traffic is expected to be absorbed
by the road network within the Freeport Area. The recommendations for the LGU includes estimation
of traffic generation in the proposed development areas; such as FAB to ensure that the planned
infrastructure can accommodate the future demand. Thus the generated total person-trip count is
significant (Table 1.13)
Table 1.13: Total person-trips generation
Recommended Public Transport Routes: The person-trips that would be generated in the
proposed development area might be manageable if there is no dominance of single or low occupancy
vehicle resulting in congestion within the FAB premises. Therefore, several public transport routes
are recommended as probable solutions.
28
 Pink route - connects the west residential area with the FAB terminal
 Orange route - serves the inner west residential area and central zone and will connect to the
FAB terminal
29
 Purple route – designed to connect workers living in the West residential areas to the East
industrial zone. It also connects to the proposed mixed used development in the east zone.
 Lime route – serves the Central Industrial Zone and connects to the proposed FAB terminal
 Aqua route – serves the proposed East Industrial Zone and links to the proposed FAB in the
Central Zone
30
 Lemon route – serves as circulator in the proposed development in the East Zone and
connects to the MXD terminal
 Melon route – complementary circulator in the East Zone linking the residential area and the
recreation zone
These routes are designed for optimal travel time and ease of transfer. As shown in the
diagram below (Fig 1.15), the routes are inter-connected and have common loading and unloading
stations. Moreover, lay-bys with information on public transport routes are recommended to be
constructed to facilitate transfers and ensure the safety of the commuters.
31
Figure 1.15: FAB Shuttle System (Source: FAB)
Recommendation for public transport route plan of the LGU will significantly transform the
physical characteristics of the whole municipality because it will decongest the Poblacion area as well
as it will accommodate the needs of the public commuters. The proposed construction of an
Integrated Terminal inside the FAB area, is a milestone project of the LGU, FAB and the private sector
to address the problem of transportation (Fig 1.16)
32
Fig 1.16: Proposed integrated terminal (FAB area)
Apart from these, there are lists of recommended routes maps for public transport routes as
follows: (Fig 1.17, 1.18, 1.19 and 1.20).
33
Fig 1.17: Proposed Provincial Bus Route
34
Fig 1.18: Proposed Minibus Route
35
Fig 1.19: Proposed Jeepney Route (Cabcaben-Mariveles vice versa)
36
Fig 1.20: Proposed Jeepney Route (Balon- Malaya vice versa)
37
In comparison to an approved LPTRP from another city, some information were not complete
or could have been added regarding the outline of a complete transport plan for Mariveles. A
comparison table has been made as follows:
Table 1.14: comparison to approved LPTRP of General Santos City
38
Chapter 02: Data collection and analysis
2.1 Scope and Limitations

The team conducted both primary and secondary data gathering.
For the primary data, transport surveys were conducted. These include a) Traffic Volume Count
survey, b) Boarding and Alighting survey and c) Travel Time Survey. The team also did ocular
inspections to assess the terminals and loading and unloading points within the municipality of
Mariveles. For the transport surveys, the team was able to cover the following time/schedule: a
weekend (October 26, 2019) and a weekday (November 4, 2019) from 07:00 am to 09:00 am for the
AM survey, 12:00 nn to 01:00 pm for the noon survey and 04:00 pm to 06:00 pm for the PM survey.
For the secondary data, the team acquired documents from the LGU of Mariveles and the Authority
of the Freeport Area of Bataan. The Mariveles LGU provided the LPTRP draft (as discussed in part 1
of this document) and AFAB provided the Transport Plan section of their Comprehensive
Development Master plan which contained information on trip generation, person trip equivalent,
etc. limited to FAB (excluding the overall intra-municipality transport). Using the data gathered from
the LPTRP draft of Mariveles LGU, the team also identified the development constraints of the
municipality.
The team is limited first and foremost in the sense that no one from the team come from Mariveles.
The team also acknowledges that there weren’t any stakeholder consultation involved. Data
gathering can be done by anyone but without any proper knowledge of the needs of the locale that
should guide the methodology, it is done without a direction. It is also important to note that there
are certain limitations to the results of the surveys conducted due to time constraints, lack of
manpower, unforeseen events due to holidays and weather conditions.
2.2 Secondary Data
2.2.1 Authority of the Freeport Area of Bataan (AFAB)
Methodology
On October 9, 2019, three members of the team coordinated and conducted a meeting with
the AFAB representative of the LTPRP team, Ms. Donia Alonzo. In this meeting, Ms. Alonzo discussed
very briefly the comprehensive development plan of AFAB. Through this discussion, the group was
made aware of the various roads that the AFAB, together with the national government, are planning
to build. After the discussion, the group requested a copy of the comprehensive development plan of
AFAB. They went through the Freedom of Information (FOI) process, coordinating with the records
office of AFAB. After a month, the group was able to acquire a softcopy of the transport plan section
of the comprehensive development plan via email.
39
Results and Analysis
In the transport plan of AFAB, the planned road developments were enumerated. An example
is the proposed north diversion road from the 4k marker to the Camaya Area. According to AFAB,
this will lighten the volume of vehicles going to both FAB and Mariveles Poblacion as vehicles from
the north going to the tourist areas of Camaya and even to Bagac municipality can now use this
diversion road instead of going through the existing road.
Park-and-ride facilities are also proposed, adding shuttles to certain points so that workers can park
their cars and go around the FAB. Parking buildings are preferred by AFAB more than on-street
parking to maximize land use. Commercial space for the first floor and parking spaces for the second
and third floors respectively. To enhance the walkability of FAB, a minimum width of 1.5m and a
buffer area of .5m for sidewalks are to be constructed. According to the transport plan, this will make
it easier to cross the streets and walk to shops and other places of interest
Here are the different programs that the AFAB are proposing for their transport sector
Upon examination of the transport plan section of AFAB, the first thing that the group noticed is the
need to prepare a Comprehensive Transport and Traffic Management Plan which is currently not in
place. The group finds this as a limitation for the overall recommendation that this paper aims to
create. Both from the discussion with the AFAB team and the analysis of this transport plan, it is clear
that the AFAB territory is an enclave within the municipality of Mariveles. The nature of such division
alone is enough to understand that the recommendation must require a seamless integration of the
transport plan AFAB and the larger transport plan of the Mariveles LGU.
2.2.2 Development Constraints
Slope/Topography
The Municipality of Mariveles is characterized as having hilly and mountainous accounting to more
than half of its areas. Majority of the flat lands, located in the eastern portion of the municipality,
constitutes 26.28% of the total land area of Mariveles.
In terms of the slope classification, around 47.35% of its land area has a 0-10% slope (gently sloping)
which is suitable for agriculture and urban development activities.
The other 53.65% are classified as rolling and mountainous in the northern part of the municipality.
These areas are considered as environmental-constraints which should be protected and may not be
used for urban expansion/development.
40
Figure 2.1 presents the Slope Map of Mariveles, Bataan based on the data from the Provincial
Planning and Development Office (PPDO).
Fig 2.1: Slope Map of Mariveles
Land Supply and Tenure
The total land area of the Municipality of Mariveles is 15,920 hectares. Wherein, around 57% can be
classified as environmentally constrained areas. Under the environmentally constrained areas are:
(a)protected/closed forests, (b)forests above 50%, (c)slopes above 18%, and (d)areas with high land
slide susceptibility. With these limitations, around 16% or 2,588.79 Hectares can be used and
developed as build-up areas.
From the Comprehensive Land Use Plan (CLUP) of Mariveles, as shown in Figure 2.2 and Table 2.1
present the total land supply of Mariveles for future land uses. From the said table, the net buildable
area for future expansion is 4,263.95 Hectares. The areas for future expansion are located in the
eastern portion of Mariveles near the existing build-up areas.
41
Total Area
Land Uses
(in Has.)
Total Area of the Municipality of Mariveles 15,920.00
Less: 9,067.26
Environmentally-Constrained Area
Built-up Area 2,588.79
NET BUILDABLE AREA (AREA FOR FUTURE URBAN EXPANSION) 4,263.95
Table 2.1: Land Supply for Urban Expansion of Mariveles. Source: Comprehensive Land Use Plan of Mariveles
Figure 2.2: Map Showing Areas for Future Urban Expansion of Mariveles
Geological Hazards
 Earthquake: An earthquake, as defined by the United States Geologic Survey (USGS), is used to
describe both sudden slip on a fault, and the resulting ground shaking and radiated seismic energy
caused by the slip, or by volcanic or magmatic activity, or other sudden stress changes in the earth.
As seen in Figure 2.3, based from the Distribution of Active Faults and Trenches Map of Region III,
there are no active faults or trenches in Mariveles.
42
Further, based on the Earthquake-Triggered Landslide Susceptibility Map of Region III, most parts of
Mariveles are susceptible to Modified Mercalli Intensity Scale (MMI) of IX with 0.3g peak ground
acceleration and PHIVOLCS earthquake intensity scale (PEIS) of VIII categorized as low and to MMI
of VII and PEIS of VII with 0.15g peak ground acceleration categorized as medium (Figure 2.4).
Fig 2.3: Distribution of Active faults and trenches of Mariveles
43
Fig 2.4: Earthquake-triggered landslide susceptibility Map of Mariveles
 Liquefaction: The typical soil that is susceptible to liquefaction is loose sand located near the
surface and with shallow groundwater table. During an earthquake, ground shaking causes loosely-
consolidated sand deposits to contract resulting to increase in pore water pressure and reduced grain
to grain effective stress (Seed, 1970). This causes loss of soil bearing capacity and makes the soil
behave like fluid. In the process, there is an upward flow of water to the ground surface where it
emerges in the form of mud spouts or sand boils.
Liquefaction is usually accompanied by differential settlement and lateral spreading because of
withdrawal of materials beneath the ground surface. Areas where liquefaction is likely to occur
include river beds, old or abandoned river beds and meanders, swamps and back swamps. Alluvial
plains, pyroclastic plains and coastal plains with shallow groundwater and with silty to sandy soils
are also possible sites for liquefaction.
Based on the Liquefaction Susceptibility Map of Region III shown in Figure 2.5, the coastal parts of
the Mariviles are susceptible to liquefaction.
44
Fig 2.5: Liquefaction Susceptibility Map of Mariveles
 Landslide: Landslide is the general term for readily perceptible mass movements, slow or rapid.
It includes, rock slide, rock fall, mudflow, slump, debris avalanche and many others.
Areas with high risk to landslide are those with steep slopes, high precipitation, highly fractured
rocks (sheared zone), scarce vegetation and location close to active faults. From the landslide
susceptibility map of Mariveles (Figure 2.6), most of the northern part of the municipality, where
Mt. Mariveles is located, and areas discussed previously as rolling and mountainous have high and
medium susceptibilities to landslides, respectively.
45
Fig 2.6: Landslide susceptibility Map of Mariveles
 Volcanic Hazards: Volcanic hazards from volcanic activity and eruption include lava flow, debris
flow, pyroclastic flow, debris avalanche, lahar, bombs and ballistics projectiles, ash fall, volcanic gases
emission, flooding and volcanic quakes. This may cause health problems since ash fall may
contaminate water sources and also cause respiratory illnesses.
Active volcanoes are defined by PHIVOLCS as volcanoes having erupted within historical
times (last 600 years), accounts of these eruptions were documented. The Philippines, based on the
latest PHIVOLCS data, has 24 active volcanoes. The most active volcanoes considered by PHIVOLCS
are: Mayon, Taal, Bulusan, Canlaon and Hibok-Hibok. The nearest active volcano in Mariveles is Mt.
Pinatubo bordering Zambales, Tarlac and Pampanga. The last recorded eruption of Mt. Pinatubo was
on 15 July 1991. Further, 3 potentially active volcanoes, namely: (a)Mariveles, (b)Corregidor, and
(c)Natib surround the municipality (Figure 2.7)
46
Fig 2.7: Active and Potentially Active Volcanoes near Mariveles
Climatological Hazards
 Tsunami: Tsunamis occur when a large volume of water is displaced due to a seismic activity,
volcanic eruption or other large water explosion or collision. This materializes as a series of tidal
waves, which may occur for extended periods of time, with longer wavelengths.
Based from the Tsunami Prone Areas Map of Mariveles, as presented in Figure 2.8, the coastal areas
of Mariveles are prone to trench related local tsunami. Further, should a tsunami occur, Mariveles is
susceptible to up to 8-meter wave height. This wave height can affect the coastal and build-up areas
of Mariveles.
47
Figure 2.8: Tsunami Hazard Map of Mariveles
 Cyclone Frequency: Cyclone is a term used to describe major weather disturbances such as
depression, storm and/or typhoon. Based on the Philippine Atmospheric, Geophysical and
Astronomical Services Administration’s (PAGASA’s) tropical cyclone frequency classification, the
Municipality of Mariveles experiences 5 cyclones every 3 years.
 Flooding: Flooding in the country is often caused by prolonged rain. As such, majority of the flood
occurrences are then associated with tropical cyclones or monsoon rains. In addition to this,
anthropogenic activities such as accumulation of improperly disposed solid wastes, poor flood
dynamics in public facilities and infrastructures, illegal or extreme logging without reforestation and
inadequate preparedness for natural calamities may also cause or even worsen flooding events.
Based on the Nationwide Operational Assessment of Hazards (NOAH) and as presented in Figure
2.9, Mariveles’ water ways and coastal areas can experience low, medium (0.5m high), and high
(1.5m high) floods in the 100 years.
48
Figure 2.9: 100-Year Flood Hazard Map of Mariveles
Summary of Geologic and Climatological Hazards
The summary of geologic and climatological hazards for the municipality of Mariveles is presented
below in Table
GEOLOGIC HAZARD FINDINGS

Earthquake  Mariveles is not near any active faults or trenches
 Mariveles is susceptible to low (MMI-IX and PEIS-VIII) and medium
(MMI-VII and PEIS-VII) earthquake
Liquefaction  The coastal areas of Mariveles are susceptible to liquefaction
Landslide  Most of the areas in Mariveles are susceptible to landslide
Volcanic Events  Mariveles is surrounded by 3 potentially active volcanoes
CLIMATOLOGICAL FINDINGS
HAZARD (PROJECT LOCATION)
Tsunami  The coastal areas of Mariveles is prone to trench related local tsunami
 The coastal areas of Mariveles is susceptible to up to 8.0-meter wave
height
Cyclone Frequency  Mariveles experiences 5 cyclones every 3 years
Flooding  Mariveles’ waterways and coastal areas can experience medium
(0.5m) to high (1.5m) floods
Table 2.2: Summary of Geological and Climatological Hazards
49
2.3 Primary Data
2.3.1 Traffic Volume Count Survey
Methodology
The most basic survey that must be conducted during primary data collection is the Classified
Traffic Volume Count Survey, which counts the number of vehicles that pass by a given point on a
road or given lane or direction of a road during a specified time interval. The purpose of this survey
is to collect data on the number and types of vehicles that pass by a specified point on a link (link or
mid-block counts) or make specified movements at an intersection (turning counts). Traffic volume
is expressed as the rate of flow in vehicles per hour (veh/hr or vph) or vehicles per day (veh/day or
vpd). Daily traffic volumes are not differentiated by lane or direction but are instead totals for the
entire facility at a specified location.
Traffic count can be classified into the following vehicle types:
1. Pedicab
2. Bicycle
3. Motorcycle
4. Tricycle
5. Passenger Cars (Private Car, SUV, Owner-type)
6. Filcab/Multicab Jeep
7. Jeepney
8. Minibus
9. Standard bus
10. Taxis & UV Express Service
11. Passenger Cars (Private car, SUV, Owner-type)
12. School or company bus / AUV
13. Delivery Van / Pick up Truck
14. Tourist Bus
15. Truck (two axles)
16. Truck (three or more axles)
17. Others (emergency vehicles, fire trucks, and off-road vehicles)
The 16-hr traffic counts are usually conducted along public transportation corridors for at least
one weekday and one weekend day. Traffic counts are conducted at 15-min intervals using manual
tally (five-bar gate) or manual tally counters.
For this survey, the TVC was conducted on a Saturday and Monday from 6:30 am to 6:00 pm,
with a focus on identified peak traffic hours on the busiest areas in the municipality . Survey positions
are as follows:
50
1. Poblacion Area
This area is located at the heart of the municipality, near the market in poblacion. It is where all
kinds of private and public transportation (Buses, Tricycles and Jeepneys) pass through;
including a high volume of pedestrian traffic.
On Saturday, the team conducted this survey from 7:00- 9:00 am, 11:15-11:30 am, and 5:00-6:00
pm, while on Monday, the survey was conducted from 7:00-9:00 am, 1:00-1:15 pm, and 4:00-
6:00 pm.
2. Freeport Area of Bataan

This area is identified as a busy road due to its entrance to the Freeport Area of Bataan (FAB)
which has over 37,000 employees as of April 2018, with over 9,000 of its employees living
outside the municipality of Mariveles.
On Saturday, the team conducted their survey from 7:00- 9:00 am, 11:15-11:30 am, and 5:00-
6:00 pm, while on Monday, the survey was conducted from 7:00-9:00 am, 1:00-1:15 pm, and
4:00-6:00 pm.
51
Survey Results and Analysis
1. Poblacion Area
October 26 November 4
Motorcycle Motorcycle
180 180
160 160
140 140
120 120
100 100
80 80
60 60
40 40
20
0 20
0
7:00 - 7:15 am
7:30 - 7:45 am
8:00 - 8:15 am
11:45 - 12:00 nn
4:45 - 5:00 pm
5:00 - 5:15 pm
5:15 - 5:30 pm
5:30 - 5:45 pm
8:30 - 8:45
7:15 - 7:30 am
7:45 - 8:00 am
8:15 - 8:30 am
8:45 - 9:00 am
1:00 - 1:15 pm
4:00 - 4:15 pm
4:30 - 4:45 pm
5:00 - 5:15 pm
5:30 - 5:45 pm
26 October 2019 (Saturday) 04 November 2019 (Monday)
To Balanga To Bagac To Balanga To Bagac
Fig 2.10: Poblacion Traffic Volume Count (Motorcycle)
Figure 2.10 from Weekday and Weekend surveys suggest that the motorcycles, being one of the
predominant forms of transportation of the municipality, portrays a high volume build up as the day
starts, decline but maintains a low volume in the noon and builds up again in the late afternoon to
early night. Also, bulk of the volumes enter the imaginary line (to Balanga) in the morning and it exits
(to Bagac) by afternoon/night. Factors that contributes in build up in the morning are school classes
and work; Meanwhile for the weekend, the contributing factors are market activities and leisures.
Tricycle Tricycle
180 200
160 180
140 160
120 140
100 120
80 100
60 80
40 60
20 40
0 20
0
8:30 - 8:45
7:00 - 7:15 am
7:30 - 7:45 am
8:00 - 8:15 am
11:45 - 12:00 nn
4:45 - 5:00 pm
5:00 - 5:15 pm
5:15 - 5:30 pm
5:30 - 5:45 pm
7:15 - 7:30 am
7:45 - 8:00 am
8:15 - 8:30 am
8:45 - 9:00 am
4:00 - 4:15 pm
1:00 - 1:15 pm
4:30 - 4:45 pm
5:00 - 5:15 pm
5:30 - 5:45 pm
Fig 2.11: Poblacion Traffic Volume Count (Tricycle)
52
Weekend charts above (Figure 2.11) portrays a slightly uniform volume throughout the day except a
surge in the morning. It is where residents have free time to do leisure and market/commercial
shopping. Moreover, Weekday charts for the most basic predominant public transportation portrays
the same high volume build up as the day starts, decline but maintains a low volume in the noon and
builds up again in the late afternoon to early night. Howover, There are more going out of the
poblacion (to Bagac) than going in (to Mariveles) due to residential and tourism areas located in the
Bagac direction.
Jeepney Jeepney
9 7
8 6
7
6 5
5 4
4 3
3
2 2
1 1
0
0
7:00 - 7:15 am
7:30 - 7:45 am
8:00 - 8:15 am
8:30 - 8:45
11:45 - 12:00 nn
5:30 - 5:45 pm
4:45 - 5:00 pm
5:00 - 5:15 pm
5:15 - 5:30 pm
7:15 - 7:30 am
7:45 - 8:00 am
8:15 - 8:30 am
8:45 - 9:00 am
1:00 - 1:15 pm
4:00 - 4:15 pm
4:30 - 4:45 pm
5:00 - 5:15 pm
5:30 - 5:45 pm
Fig 2.12: Poblacion Traffic Volume Count (Jeepney)

Based on Figure 2.12, the movement of Jeepneys in the Poblacion area do not portray any trend. Both
the data gathered on that weekday (Monday) and weekend (Saturday) do not provide any clear
conviction of peak hours in the area. Instead on that weekend (Saturday), more Jeepneys were bound
to Balanga while more Jeepneys are bound to Bagac on that weekday (Monday). Also, it was
mentioned in an interview with the team in one of the Jeepney drivers, that there are detailed
schedule of regular trips for Jeepneys.
In Figure 2.13, data recorded in that weekend (Saturday), portrayed no recorded buses going to and
from Balanga and Bagac around 5:00 pm to 5:45 pm. On the other hand, only buses bound to Bagac
were recorded from 4:30 pm to 5:45 pm on that weekday (Monday). The graph illustrates the same
trend with the Jeepney., it depicts no specific tendency to conclude the peak hours.
53
Bus Bus
4.5 6
4
3.5 5
3
2.5 4
2 3
1.5
1 2
0.5 1
0
0
7:00 - 7:15 am
7:30 - 7:45 am
8:00 - 8:15 am
8:30 - 8:45
11:45 - 12:00 nn
5:00 - 5:15 pm
4:45 - 5:00 pm
5:15 - 5:30 pm
5:30 - 5:45 pm
7:15 - 7:30 am
7:45 - 8:00 am
8:15 - 8:30 am
8:45 - 9:00 am
1:00 - 1:15 pm
4:00 - 4:15 pm
4:30 - 4:45 pm
5:00 - 5:15 pm
5:30 - 5:45 pm
Fig 2.13: Poblacion Traffic Volume Count (Bus)
Private Vehicle Private Vehicle

40 20
35 18
30 16
25
20 14
15 12
10 10
5 8
0
6
8:30 - 8:45
7:00 - 7:15 am
7:30 - 7:45 am
8:00 - 8:15 am
11:45 - 12:00 nn
4:45 - 5:00 pm
5:00 - 5:15 pm
5:15 - 5:30 pm
5:30 - 5:45 pm
4
2
0
4:00 - 4:15 pm
7:15 - 7:30 am
7:45 - 8:00 am
8:15 - 8:30 am
8:45 - 9:00 am
1:00 - 1:15 pm
4:30 - 4:45 pm
5:00 - 5:15 pm
26 October 2019 (Saturday) 5:30 - 5:45 pm

To Balanga To Bagac
04 November 2019 (Monday)
To Balanga To Bagac
Fig 2.14: Poblacion Traffic Volume Count (Private Vehicle)
Figure 2.14, illustrates no clear trend to demonstrate the rush hour in the Poblacion area. The peak
number of recorded private vehicle movement on that weekend (Saturday) went around 34 however,
only around 19 on that weekday (Monday). There are several observations by the team. One of which
is that the selected date for the weekend (Saturday) survey conduct is admitted to be the last
weekend before the holiday or the All Saints’ Day. Also based on the land use map of Mariveles, there
are several resorts and beaches bound to Bagac. Some of these include the Camaya Coast, Laki Beach,
and among others.
54
2. Freeport Area of Bataan
Figure 2.15 illustrates the weekend and weekday volume of motorcycles entering and exiting the FAB
area. The high volume of motorcycles entering and exiting FAB is mostly seen from between 7:00-
8:00 am and 5:00 pm onwards which indicate high traffic activity during the start and end of working
hours. Less motorcycles exit FAB area on Saturday since there may be less offices and factories that
are operational outside of FAB areas on weekends. A factor that may have contributed to the volume
of motorcycles going to the direction of Balanga on Saturday is the presence of more commercial
establishments and night-life activities available in the city of Balanga.
Fig 2.15: FAB Traffic Volume Count (Motorcycle)
Fig 2.16: FAB Traffic Volume Count (Tricycle)
55
Figure 2.16 shows a high volume of tricycles heading out of FAB area on Saturday and Monday, due
to the beginning of work hours in the factories located in Brgy Alasasin and power plants/refinery
located in the neighboring municipality. The same volume is observed as well for tricycles entering
FAB on Monday morning,due to office hours beginning at 8:00 am.
Fig 2.17: FAB Traffic Volume Count (Jeepney)
Figure 2.17 show that the volume of Jeepney peaks at around 7:00 AM for the morning rush hour and
decreases at around 8:00 AM. This is both on a weekday and a weekend.
Fig 2.18: FAB Traffic Volume Count (Bus)
Figure 2.18 show that on a weekend and weekday, there are almost always more buses going to the
direction to Balanga than to FAB. No trend can be considered.
56
Fig 2.19: FAB Traffic Volume Count (Bus)
Figure 2.19 show that during a weekend, no trends can be observed on the volume of private vehicles
in this area. However, on a weekday, more private vehicles go to the direction of FAB in the morning
and a steady rise of private vehicles go to Balanga towards the afternoon.
2.3.2 Boarding and Alighting Survey
Methodology
The Boarding and Alighting (B&A) Survey was used to analyze the number of passengers
using a certain public transportation mode and to determine which locations have the greatest
passenger demand. An on-site survey was conducted on October 26, 2019 (Saturday) and November
4, 2019 (Monday) to take sample counts of passengers that are boarding and alighting jeepney on
both a weekend and a weekday. The surveys were conducted between 6:00 AM - 8:00 AM to capture
the morning peak hours; and 4:00 PM – 6:00 PM to capture the afternoon peak hours.
The first route was the Mariveles-Cabcaben route which covered five barangays namely Brgy.
Poblacion, Brgy. Alas-asin, Brgy. Mt.View, Brgy. Cabcaben and Brgy. Townsite. The second route was
the Brgy. Balon – Brgy. Malaya which covers six barangays - Brgy.Balon-Anito, Brgy. San Isidro, Brgy.
Poblacion, Brgy. San Carlos, Brgy. Maligaya and Brgy. Malaya.
The team manually recorded the boarding and alighting activities within the two different
routes along the designated stops. To properly map the route and to mark the identified stops, the
team took geotagged photos of the stops which served as reference points in tracking the stops and
the path taken by the jeepneys using ArcGIS application. Further, to illustrate the boarding and
alighting activities, the team used green circles for boarding, and red circles for alighting passengers
to represent the intensity of each activity for each route.
57
1. Poblacion - Cabcaben Route
The Poblacion - Cabcaben Route, which covers roughly 16.4 kilometers, traverses along five
barangays: Brgy. Poblacion, Brgy. Alas-asin, Brgy. Mt. View, Brgy. Cabcaben and Brgy. Townsite.
Brgy. Poblacion, being located in the heart of the Municipality of Mariveles, is primarily composed of
institutional buildings, residential areas, as well as the public market. Moreover, a major portion of
the Freeport Area of Bataan (FAB) is also located in its vicinity. Given the aforementioned situation,
a large number of passengers board and alight at the jeepney terminal located at the forefront of the
marketplace.
Meanwhile, Brgy. Alas-asin, Brgy. Mt. View, Brgy. Cabcaben and Brgy. Townsite are mostly
agricultural and residential areas. The following table shows the population distribution for each
barangay:
Barangay Population
Poblacion 7,938
Alas-asin 15,047
Mt. View 10,461
Cabcaben 6,427
Townsite 6,880
Table 2.3: Population of Barangays along Poblacion - Cabcaben Route
1.1 Direction A. Poblacion - Cabcaben Route

Through the Boarding and Alighting Survey, the team was able to identify major points along the
route where passengers commonly board and alight the PUJ. For the Poblacion to Cabcaben route, the
following are the points where passenger activities were recorded, together with the corresponding
passenger activities for each stop:
58
Figure 2.20. Poblacion – Cabcaben Route (October 26, AM)
As the PUJ Terminal is located within the center of the municipality, boarding at the terminal has
been recorded to be the highest along this route. On October 26, 2019 (Saturday) at 6:00 AM, the PUJ
was filled with 12 passengers and left the terminal without reaching its maximum capacity as it has
already reached the 10-minute allowance for each jeepney to load passengers. Most of the passengers
were observed to be residents of the four other barangays who went to Brgy. Poblacion, particularly
in the public market. Along the route, only eight (8) passengers have boarded the PUJ. These
passengers boarded in only three (3) landmarks; FAB – Petron, Alas-Asin Elementary School and at
the street leading to the Maritime Academy of Asia and the Pacific (MAAP) in Brgy. Alas-asin.
Meanwhile, majority of the passengers alighted when the residential areas starting from the vicinity
of God Speed Memorial Garden have been reached, up to the end of the route in Brgy. Townsite.
59
Figure 2.21. Poblacion – Cabcaben Route (October 26, PM)
A similar survey was conducted in the afternoon for the Poblacion – Cabcaben. 16 passengers
boarded at the Poblacion Terminal. It was observed that majority of passengers alight the PUJ once
it has reached the residential areas starting from Brgy. Alas-asin.
Figure 2.22. Cabcaben - Poblacion Route (October 26, AM)
60
The team also conducted the Boarding and Alighting Survey for the Cabcaben – Poblacion Route. It
has been observed that this route has a slight deviation from the Poblacion – Cabcaben Route. Thus,
there are differences in the landmarks used to record the boarding and alighting activities as shown
in the table above.
The team boarded a jeepney from the terminal in Cabcaben Terminal. As shown in Figure 2.22 above,
five (5) more passengers boarded in front of the Mariveles National High School – Cabcaben. Along
the residential areas of Brgy. Mt. View and Brgy. Alas-asin, the PUJ has loaded enough passengers to
complete its maximum seating capacity and even used the reserved make-shift seats in the middle of
the jeepney to accommodate even more passengers. While approaching Brgy. Poblacion, several
passengers alighted almost evenly on the identified landmarks. The bulk of the passengers (26)
alighted at the jeepney terminal in Brgy. Poblacion, near the Public Market and other commercial
activities.
Figure 2.23. Cabcaben - Poblacion Route (October 26, PM)
For the afternoon survey conducted on October 26, 2019 for the Cabcaben – Poblacion Route,
majority of the passengers (16) boarded the PUJ at the Terminal and the nearby Mariveles High
School. Along the route, four (4) passengers alighted in Brgy. Mt. View. Upon reaching Brgy. Alas-
asin, more passengers boarded. Additional six (6) passengers were picked up in Sitio Karagatan, a
residential area located just before entering the zig-zag portion of the Roman Superhighway.
Passengers also started to alight when Sitio Karagatan was reached. Majority of the remaining
passengers alighted in the designated stops along FAB and up to the terminal in Brgy. Poblacion
(Figure 2.23)
61
1.2 Direction B. Cabcaben - Poblacion Route
For the surveys conducted on November 4, 2019, the team were divided into two groups to acquire
two data sets for each route.
Figure 2.24. Cabcaben - Poblacion Route (October 26, PM)

For the survey conducted in the morning of November 4, the total number of passengers who
boarded at the terminal was 29. However, in contrast with the activities on the survey conducted on
a weekend, passengers boarded the PUJ in varying landmarks starting from Karagatan Village up to
the streets of Brgy. Mt. View. Passengers alighted almost evenly in landmarks starting from the point
of Star Oil Gasoline Station located after the zig-zag portion of the Bataan Provincial Highway up to
the Talipapa in Brgy. Townsite.
62
Figure 2.25. Poblacion – Cabcaben Route (November 4, PM)
For the 4:00 PM – 6:00 PM timeframe, the terminal in Brgy. Poblacion was crowded with passengers
waiting to onboard a jeepney. A total of 43 passengers were boarded in two separate PUJs where the
surveys were conducted. Majority of the passengers alighted starting from Brgy. Alas-asin, Brgy. Mt.
View and in Brgy. Cabcaben.
Figure 2.26. Cabcaben - Poblacion Route (November 4, AM)
63
Meanwhile, for the morning survey conducted for the Cabcaben – Poblacion route, majority of the
passengers boarded at the terminal in Brgy. Cabcaben. A minimal passenger activity was recorded
along Brgy. Mt. View up to Sitio Karagatan. On the other hand, it was observed that majority of the
passengers were employees in various factories located at the vicinity of the Freeport Area of Bataan
as most of them started alighting the PUJ when it reached the designated stops within FAB. The
remaining 22 passengers, on the other hand, alighted at the Poblacion Terminal.
Figure 2.27. Cabcaben - Poblacion Route (November 4, PM)

For the afternoon survey, on the other hand, a total of 31 passengers boarded the two (2) PUJs in the
Cabcaben terminal. Additionally, more passengers, which were mostly students, boarded along
Mariveles National High School in Brgy. Cabcaben up to Sitio Karagatan. Upon reaching Brgy. Mt.
View, the number of passengers almost equaled to the maximum capacity of each PUJs. Passengers
started to alight when the PUJ reached Brgy. Mt. View and continued up to the residential areas of
Brgy. Alas-asin and the industrial areas in FAB. The bulk of passengers alighted at the terminal in
Brgy. Poblacion.
64
Figure 2.28: Poblacion – Cabcaben Jeepney Route and Stops
65
Fig 2.29: Boarding and alighting Result – Poblacion – Cabcaben route (October 26, AM)
66
Fig 2.30: Boarding and Alighting Result-Poblacion-Cabcaben Route (october 26, PM)
67
2.31:Boarding and alighting Result – Cabcaben – Poblacion route (October 26, AM)
68
Figure 2.32: Boarding and alighting Result – Cabcaben – Poblacion route (October 26, PM)
69
Figure 2.33. Boarding and alighting Result – Poblacion - Cabcaben route (November 4, AM)
70
Figure 2.34. Boarding and alighting Result – Poblacion - Cabcaben route (November 4, PM)
71
Figure 2.35: Boarding and alighting Result – Cabcaben - Poblacion route (November 4, AM)
72
Figure 2.36: Boarding and alighting Result – Cabcaben - Poblacion route (November 4, PM)
73
Figure 2.37. Jeepney Net Capacity Result – Poblacion – Cabcaben Route (October 26, AM)
74
Figure 2.38: Jeepney Net Capacity Result – Poblacion – Cabcaben Route (October 26, PM)
75
Figure 2.39: Jeepney Net Capacity Result – Cabceben - Poblacion Route (October 26, AM)
76
Figure 2.40: Jeepney Net Capacity Result – Cabceben - Poblacion Route (October 26, AM)
77
Figure 2.41: Jeepney Net Capacity Result – Poblacion – Cabcaben Route (November 4, AM)
78
Figure 2.42: Jeepney Net Capacity Result – Poblacion – Cabcaben Route (November 4, PM)
79
Figure 2.43: Jeepney Net Capacity Result – Cabcaben – Poblacion route (November 4, AM)
80
Figure 2.44: Jeepney Net Capacity Result – Cabcaben – Poblacion route (November 4, PM)
81
PUJ Percentage Occupancy Analysis of the Poblacion - Cabcaben Route
Vehicle occupancy refers to the number of passengers in a vehicle at a particular point in time. It can
be derived by taking the net number of passengers inside the jeepney using boarding and alighting
data. A rise in occupancy generally denotes passenger boarding, while a fall means passengers
alighted. The slope of the line graph represents the number of passenger movements; having a
steeper slope means more passengers boarded or alighted. Occupancy data can also be used to show
in which areas along the route the jeeps become crowded.
Public utility jeepneys come in different sizes and passenger capacities. For the datasets in this route,
passenger capacities of the jeepneys surveyed vary from 16 to 26. Passenger counts in a higher
capacity jeepney cannot be compared with those of a lower one. To compare weekend and weekday
data for each directional route per time of day, it is essential to reduce the data into comparable
forms. One method to remove the effect of the varying passenger occupancies of the surveyed
jeepneys is to express each passenger count in terms of percentages of the jeepney’s maximum
capacity. These percentages are graphically represented in the following table. Along the X-axis are
the designated stations from and along the Y-axis are the numbers of passengers in the PUJ
(occupancy) in the form of percentages of the jeepney’s maximum capacity. A value of 90% means
that at that particular station, the jeepney is 90% full.
Figure 2.45: Jeepney Occupancies for both directions of Poblacion - Cabcaben Route in the morning and
afternoon
For the Poblacion - Cabcaben route, it can be observed that the trendline for the weekday data seems
to be predictable as the volume of the PUJ continuously decreases as it progresses along its route.
This can be associated with the alighting of passengers along the residential areas of Brgy. Alas-asin
up to Brgy. Townsite. On the other hand, A slight fluctuation in the volume of the PUJs was seen in
the trendline for the weekend route. In the illustration for the morning activities, the PUJ reached its
maximum capacity in the street leading to MAAP, a designated stop still located in Brgy. Alas-asin.
82
Similarly, the PUJ, in the afternoon, reached its maximum capacity when it boarded passengers along
Star Oil.
Meanwhile, for the Cabcaben - Poblacion route, more different curves from the Poblacion - Cabcaben
route can be observed. In the morning survey for this route, the PUJs surveyed left the terminal
without even reaching its maximum capacity, as illustrated by a relatively lower starting point,
especially for the weekend trendline. For the weekday survey, the PUJs were at full capacity already
upon passing the second station - the one in front of Mariveles High School. It has been consistent
and just started to lower when passengers started alighting upon entering the vicinity of the FAB. On
the other hand, a peculiar scenario happened during the weekday survey conducted for this route.
Upon passing the residential areas, the passenger volume count even exceeded 100% as the PUJ has
loaded passengers more than its actual seating capacity. To accommodate the higher number of
passengers, the PUJ has several make-shift chairs inside the jeepney so that it can accommodate more
passengers. At this point, the PUJ seemed very congested already.
An almost different trendlines, however, were derived for the afternoon survey for this route. On the
weekend survey, the PUJ was only half filled until it entered Brgy. Alas-asin where it reached 70% of
its actual capacity. This is in contrary to the results of the survey conducted on a weekday wherein
the PUJ has almost reached its maximum capacity in Brgy. Mt. View.
The general observation for this route, to summarize, is that for both weekend and weekday, in the
morning and in the afternoon, the PUJs reached their maximum capacities upon reaching the
residential areas. This signifies that passenger activities are the highest along these four residential
barangays, especially of Brgy. Alas-asin and Brgy. Mt. View.
83
2. The Balon-Malaya Route
The relatively shorter route, the one traveling from Porto Circle in Brgy. Balon to the terminal
in Brgy. Malaya and vice versa, is the other major public transport route in Mariveles, spanning
approximately 11.6 kilometers and plying six barangays: Brgy.Balon-Anito, Brgy. San Isidro, Brgy.
Poblacion, Brgy. San Carlos, Brgy. Maligaya and Brgy. Malaya.
In contrast to the previous route wherein the main commercial center (Brgy. Poblacion) is
located at the endpoint of the route, which can inevitably cause tidality in traffic flow, the Balon-
Malaya route has Brgy. Poblacion strategically positioned in the middle of these terminal barangays.
Because both directions of the route provide transport to residents of both Brgys. Balon and Malaya,
traffic flow is much more distributed between these two directions, as compared to the Poblacion -
Cabcaben route. However, despite this strategic placement, it must be noted that the population of
Brgy. Balon-Anito is more than double that of Brgy. Malaya. In terms of supply alone, having such
disproportionate populations of potential commuters may already cause tidal traffic flows along this
route.
84
The populations of the barangays covered by this route are tabulated in the succeeding table.
Barangay Population (2015)
Balon-Anito 12,286
San Isidro 5,761
Poblacion 7,938
San Carlos 1,517
Maligaya 4,407
Malaya 4,910
Table 2.4. Population of Barangays along the Balon-Malaya Route
Aside from Brgy. Poblacion being a commercial center, the Balon-Malaya route also traverses various
nodes, bringing commuters from their homes to centers of activities such as primary, secondary and
tertiary schools, offices, municipal and barangay halls, workplaces, marketplaces, churches, and a
hospital.
The Stops
According to the Local Public Transport Route Plan Manual of October 2017, jeepneys should
ideally ply collector roads, while the tricycles should navigate the smaller local roads. However, the
Balon-Malaya route does not follow this functional hierarchy of roads. Compared to the PUJs of the
Cabcaben-Poblacion route which travel alongside buses on a pathway that is relatively more linear,
the PUJs of the Balon-Malaya route go through intricate networks of local roads, sometimes even
loading/unloading passengers directly from/on their doorsteps, following the travel patterns of
tricycles.
For the datasets gathered during the survey, a total of 42 distinct stops were made by the
PUJs along the Balon-Malaya route. Given the nature of the jeepneys along this route, there is actually
no limit to the number of possible stops that can be made due to jeepneys loading and unloading
passengers anywhere along the route. Since the PUJs pass through residential areas, it is inevitable
for the residents to opt to alight in front of their homes. In order to simplify the analysis and compare
datasets from different trips along this route, the researchers grouped the stops into stations. The 42
stops were grouped into 8 stations, A to H. (See Table X2). Station A covers Porto Circle and its
vicinity. Settlement areas at Brgy. Balon are designated as Station B, and those at Brgy. San Isidro as
Station C. Brgy. Poblacion, including Bataan Transit, Church of Christ, Mariveles National High School,
People’s Park, and the Wet and Dry Market are clustered together under Station D. Station E covers
FAB areas (RCBC, Admin Building and Rotunda), Mariveles District Hospital, Death March Marker,
Municipal Hall and Twenty Oaks Marketplace. Corporate offices of B-Meg Plant, Grand Innovasia
Concept Corporation (GICC), Herma Shipyard, and Mariveles Grain Corporation (MGC) are grouped
under Station F. Settlements in Brgys. Maligaya and Malaya, as well as Polytechnic University of the
Philippines (PUP) Bataan, are included in Station G, while the jeepney terminal at Malaya is
designated as Station H.
85
To better understand the travel patterns to be discussed henceforth, below is a table that lists
the landmarks of every station, as well as the station’s general functional classification.
Station Landmarks Functional

Classification
Station Porto Rotunda Residential

A
Station Brgy. Balon Residential

B
Station Brgy. San Isidro Residential

C
Station Brgy. Poblacion, Bataan Transit, “Bayan”, Bulanhaguio, Church of Commercial Center
D Christ, Green Oil, Mariveles National High School, Poblacion Market, Marketplace
People’s Park Schools
Station AFAB RCBC, FAB Admin, FAB Rotunda, Mariveles District Hospital, Workplace
E Marker, Municipal Hall, Twenty Oaks Marketplace Marketplace
Station Baseco, B-Meg, GICC, Herma, MGC, PIDT, SCAM Workplace

F
Station Brgy. Malaya, AFAB Housing Gate, BEPZ E/Z, Housing, Quadro, Residential +
G Malaya Brgy. Hall, Malaya Park, Brgy. Maligaya, PUP University
Station Malaya Jeepney Terminal Residential

H
Table 2.5: Stations used in Analysis of Balon-Malaya Route
2.1 Balon to Malaya

The results of the boarding & alighting survey conducted on a Saturday and Monday for both
morning and afternoon for this direction are graphically illustrated in Figure 2.46 and Figure 2.47.
86
Figure 2.46: Weekend Boarding & Alighting Results along Direction A: Balon to Malaya
Results of the weekend morning survey showed that most passengers boarded at the Porto Terminal
in Station A and alighted at the end sections of the route at Stations G and H. This U-shaped bar graph
shows that there is less passenger activity in the middle section of the route, which corresponds to
the centers of commerce. Most boarding and alighting occurred at the endpoints of the route where
settlements of Brgys. Balon and Malaya are located. In the afternoon, passenger activities were
concentrated in the middle sections of the route, at Stations D to F, and having the highest number of
alighting passengers at Stations G to H. This trend is consistent with the nature of travel pattern
expected on a weekend afternoon wherein commercial centers and marketplaces are busiest. The
high number of alighting passengers at Station G to H captured the travel of residents of Brgys.
Maligaya and Malaya going back to their homes in the afternoon.
Figure 2.47. Weekday Boarding & Alighting Results along Direction A: Balon to Malaya
The results of the Monday morning survey for the same direction (see Figure2.47) show an obvious
spike in passenger activity in almost every station, compared to the results of the weekend surveys.
This is expected because on weekday mornings, public transport is governed by work trips and
school trips. The high blue bars at Stations A to B and B to C on the weekday morning represent the
boarding activity of residents of Brgys. Balon and San Isidro. Most passengers alighted at Stations D
to E, F to G, and G to H. Passengers alighting at Stations D to E were mostly elementary and highschool
students (some accompanied by parents). Those alighting at Stations F to G were mostly workers of
the corporate offices covered in these stations (MGC, GICC, B-Meg). And the high number of
87
passengers alighting at Stations G to H represented college students of PUP-Bataan. The bar graph on
the right in Figure 2.47 shows the results of the weekday afternoon survey. For this case, two
different PUJs were boarded by two surveyors; the graph therefore represents the sum of the two
datasets. For both trips, the highest number of boarding passengers (36 in total) was observed at the
marketplace in Poblacion (within Stations D-E), while most passengers (43 in total) alighted at
housing communities in Brgys. Maligaya and Malaya. It was also observed that passengers of these
surveyed trips were mostly women, which is consistent with findings of various literature linking
different travel patterns to gender, that women are usually associated with household roles, which
include trips to the marketplace. The high boarding count at the marketplace in Poblacion and the
high alighting count at the residential areas exhibited this travel pattern associated with women. This
observed phenomenon emphasizes the importance of gender mainstreaming in transport planning.
2.2 Direction B: Malaya to Balon

The results of the boarding & alighting survey conducted on a Saturday and Monday for both
morning and afternoon for this direction are graphically illustrated in Figure 2.48 and Figure 2.49.
Figure 2.48: Weekend Boarding & Alighting Results along Direction B: Malaya to Balon
Results of the weekend morning survey showed that most passengers boarded the PUJ at the jeepney
terminal in Malaya designated as Station H. Following this, a set of 8 passengers from the Mariveles
District Hospital (under Station D) also boarded the PUJ. Areas with high number of alighting
passengers were identified to be offices in Station F (B-Meg and GICC), Station D (Poblacion Market),
and Station B (housing communities in Brgy. Balon). At around 5 in the afternoon, the two stations
that had the highest number of boarding passengers were Station H (housing communities in Brgys.
Maligaya and Malaya) and Station D (Poblacion Market). Similar to the results of the weekend
afternoon on Direction B, high passenger activity was also observed in the middle of the route, which
corresponds to the commercial centers of the municipality. The high blue bar in the middle
(commercial center) and the high red bar at the end (residential area) observed in both directions
(Balon to Malaya and Malaya to Balon) exhibit the nature of travel pattern expected on a weekend
afternoon wherein commercial centers and marketplaces are busiest. The high number of alighting
passengers at Station B to A captured the travel of residents of Brgy. Balon going back to their homes
in the afternoon.
88
Figure 2.49: Weekday Boarding & Alighting Results along Direction B: Malaya to Balon
On Monday morning, most of the PUJ passengers boarded at Stations H and G, representing the
residents of Brgys. Malaya and Maligaya, as shown in Figure BA4. Alighting movements were
generally distributed across Station F (corporate offices), Station D (marketplace) and Station A
(residential areas). In the afternoon, boarding movements were mostly concentrated on the left part
of the graph representing the first half of the Malaya-to-Balon route, while alighting movements were
mostly on the right part of the graph or the second half of the route. The high volume of boarding
passengers in Station G corresponds to residents of Brgys. Malaya and Maligaya. The highest number
of boarding passengers was recorded at Station E, which corresponds to the FAB workers getting off
from work. The high passenger activity in the middle (Station D) represents boarding and alighting
in the Poblacion marketplace. The highest number of alighting passengers was recorded at the
Stations B and A, which correspond to residential communities in Brgy. Balon, most probably coming
from the workplace and the marketplace.
PUJ Percentage Occupancy Analysis of the Balon-Malaya Route

Vehicle occupancy refers to the number of passengers in a vehicle at a particular point in time.
It can be derived by taking the net number of passengers inside the jeepney using boarding and
alighting data. A rise in occupancy generally denotes passenger boarding, while a fall means
passengers alighted. The slope of the line graph represents the number of passenger movements;
having a steeper slope means more passengers boarded or alighted. Occupancy data can also be used
to show in which areas along the route do the jeeps become crowded.
Public utility jeepneys come in different sizes and passenger capacities. For the datasets in
this route, passenger capacities of the jeepneys surveyed vary from 19 to 23. Passenger counts in a
higher capacity jeepney cannot be compared with those of a lower one. To compare weekend and
weekday data for each directional route per time of day, it is essential to reduce the data into
comparable forms. One method to remove the effect of the varying passenger occupancies of the
surveyed jeepneys is to express each passenger count in terms of percentages of the jeepney’s
maximum capacity. These percentages are graphically represented in Figure 2.50. Along the X-axis
are the stations from A to H and along the Y-axis are the numbers of passengers in the PUJ
(occupancy) in the form of percentages of the jeepney’s maximum capacity. A value of 90% means
that at that particular station, the jeepney is 90% full.
89
Figure 2.50: Jeepney Occupancies for both directions of Balon-Malaya Route in the morning and afternoon
Upon superimposing the line graphs of the weekday (red line) and weekend (blue line)
occupancy data, it can be observed that both days follow a general pattern along the stations. In the
morning of Direction A, for both weekday and weekend, the PUJ occupancy peaked in the middle of
the route, at Stations D, E and F. These stations correspond to the marketplace, commercial areas,
schools, and workplaces. In the afternoon for the same direction, both weekday and weekend follow
exactly the same pattern. It can be observed that there is vertical displacement between the two line
graphs, the weekday having higher occupancies in the second half of the route. On the weekday
afternoon data, the surveyed jeepney had a sudden rise in the number of boarding passengers
(represented the steep line) in Station D, which corresponds to schools and the marketplace. This
jeepney was already full when it reaches Stations E and F. This is a red flag because these two stations
are mostly workplaces and this time in the afternoon corresponds to the sudden efflux of numerous
employees from work, which translates to higher demand for public transport. It is therefore
important that jeepneys are still able to board passengers that are coming out of their offices. This
observed phenomenon is an indication that jeepneys are not sufficient for this particular peak hour.
Because this jeepney that was surveyed can no longer accommodate more passengers, they are
forced to wait for the next jeepney. And if the next jeepney will be able to board passengers from the
offices of Station E, there is a possibility that it will also be full by the time it reaches Station F. This
implies that employees in Station F would have to wait much longer before they can ride a jeepney
to Malaya.
90
Figure 2.51. Balon-Malaya Route Jeepney Net On-board Capacity per Station Result (November 4, AM)
91
Figure 2.52: Balon-Malaya Route Jeepney Net On-board Capacity per Station Result (November 4, PM)
92
Figure 2.53. Balon-Malaya Route Jeepney Net On-board Capacity per Station Result (October 26, AM)
93
Figure 2.54: Balon-Malaya Route Jeepney Net On-board Capacity per Station Result (October 26, PM)
94
Figure 2.55: Malaya-Balon Route Jeepney Net On-board Capacity per Station Result (November 4, AM)
95
Figure 2.56: Malaya-Balon Route Jeepney Net On-board Capacity per Station Result (October 26, AM)
96
Figure 2.57: Malaya-Balon Route Jeepney Net On-board Capacity per Station Result (October 26, PM
97
2.3.3 Travel Time Survey
Methodology
Aside from the Boarding and Alighting Survey, the team utilized the trip to observe how long
does it for a PUJ to complete its route. The team recorded the time for which the jeepney left the
terminal and the moment it has reached the other end of the route. With the accumulated data,
average time records will be presented through a line graph.
1. Poblacion - Cabcaben Route
The survey conducted by the researchers on a weekend (October 26, Saturday) compared to
the survey on a weekday (November 4, Monday) highly varies on the time taken to complete each
route. One of the factors that highly affected the results is that there are no student classes during the
weekend, which resulted to lesser count of passengers and travel time. The chosen dates for the
survey significantly affected the results since the second survey was the day after a long weekend
holiday (All Souls and All Saints day). Hence, there is an unusual pattern of passengers going to and
from the municipality. Furthermore, for the weekend survey, there was an event held at the FAB
complex in the late afternoon which highly disturbed the regular passenger pattern.
Fig 2.58: Average Travel Time for Poblacion-Cabcaben Route on a Weekend
98
The weekend survey shows that it takes 20 minutes more when traversing the Cabcaben -
Poblacion route. This is due to the route makes additional stops towards its destination. Upon
analyzing the Jeepney transit takes boarding passengers from residential areas heading towards the
poblacion. The said route goes inside the FAB complex and a significant number of passengers alight
the transit (see the Boarding and Alighting Results).
Fig 2.59: Average Travel Time for Poblacion-Cabcaben Route on a weekday
The weekday survey indicates that the time it takes to travel from Poblacion - Cabcaben route
shows almost equal amount of minutes. This occurred as most of the activities are within the
poblacion. Comparatively, the said route aligns with the time traversed during the weekend survey.
This shows consistency within the travel pattern. Although, there are great differences with the
Cabcaben - Poblacion route as the data that was gathered were affected of eventual factors such as
weather conditions (heavy rain downpour occurred during the afternoon survey).
2. Balon - Malaya Route
The recorded travel times for both directions, morning and afternoon, and weekday and
weekend are graphically presented in Figure 2.60 and Figure 2.61.
It can be observed that the average weekend travel time for this route is around 40 minutes.
However, travel time for Direction B: Malaya-Balon in the afternoon nearly doubled those of the other
three datasets. This was because of heavy traffic congestion experienced in the commercial areas,
especially the Poblacion Market, which is a common phenomenon experienced on weekends. The
99
market is highly pedestrianized, that is, people freely walk along the roads of the very busy Poblacion
Market, and the sudden influx of people on a weekend definitely affected traffic flow and ultimately
led to longer travel time.
Fig 2.60: Average Travel Time for Balon-Malaya Route on a Weekend
On a weekday, results show that the average travel time for this route ranges from 35-50
minutes, as shown in Figure TT2. It can be observed that Direction B: Malaya to Balon generally has
longer travel time compared to Balon to Malaya. It can be inferred that one reason for this may be
because of the significant difference in populations of the barangays on the ends of this route. On one
end of the route are Brgys. Balon and San Isidro, while settlements of Brgys. Maligaya and Malaya are
situated on the other end. As discussed earlier, Brgy. Malaya and Brgy. Maligaya have populations of
4,910 and 4,407, respectively, having a total of 9,317. On the other end, Brgy. San Isidro has 5,761
residents and Brgy. Balon’s population is 12,286, having a total of 18,047, which is double that of the
other end of the route. More Balon residents means more people travel to Balon (either from
marketplaces or workplaces). More travelers may lead to traffic congestion, and this might be one of
the reasons why traveling to Balon takes longer than traveling to Malaya.
100
Fig 2.61: Average Travel Time for Balon-Malaya Route on a Weekday
2.3.4 Ocular Survey
2.3.4.1 Road Safety
Figure 2.62. Lack of Pedestrian Facilities
Motorized vehicles are not the only means of transport using the road system. Other road users such
as pedestrians and cyclists need to be adequately catered for so that they can use the road space
safely. The safest way to cater for these groups is to provide areas dedicated for them to use. Figure
101
2.62 shows a segment of Salvador St. where pedestrians need to share road space with vehicles as
there is no shoulder or sidewalk.
Figure 2.63: Roadside Vendors occupying Road Shoulder
Figure 2.63 shows the presence of food stalls beside the road. Aside from this being a form of roadside
friction that would ultimately affect the road’s level of service, it also presents a hazard for both
customers of the stalls as well as pedestrians that would be walking on the roadway because of the
occupied shoulder. These stalls must be relocated, otherwise, slow down signs should be placed so
that vehicle drivers would move with caution.
Figure 2.64. Road shoulder used as Garbage Dump Site
Figure 2.64 shows loads of garbage dumped along the Talaga Beach Road. As seen in the photo,
garbage trucks also use the half lane as their parking area. This presents a hazard for motorists using
102
the road. This unsightly scene must be cleared up, especially since the Talaga Beach Road leads to the
Nagbayog View Deck and other beautiful beaches in Mariveles.
Figure 2.65. Road without Pavement Markings
Aside from the provided narrow sidewalk, Figure 2.65 shows a road without pavement markings.
Pavement markings play an important role in maintaining a safe driving environment, especially at
night time. They guide road users by providing information regarding roadway alignment, lane
designation, etc. It is advisable to have separate lanes for single-motor users and four-wheel vehicle
users.
2.3.4.2 Location of Terminals
Methodology
The ocular survey was conducted on the Municipality of Mariveles from 11:30 am to 1:30 pm
on a Sunday. The team observed and took note of the existing terminals found within Mariveles’
Poblacion and along the national highway. The current conditions are reviewed according to LTFRB
Memorandum Circular 2017-030 (Guidelines for Off-Street Terminal Operations Under Department
Order No. 2017-01, Omnibus Franchising Guidelines)
A summary of the principles and standards stated in the memorandum are tabulated with a
corresponding point system. A point (1 pt.) is awarded for each of the items that the assessed
terminal has complied with, while zero points will be given for non-compliance. This will be done to
assess the terminals’ compliance to LTFRB’s memorandum for safe and adequate public facilities.
103
Findings & Analysis
1. Poblacion Bus Terminal
The terminal in Poblacion area is located in the heart of the Municipality at the intersection
of Lakandula St. and Roman Highway Extension. Bus Liners that operate are Genesis and Bataan
Transit, which are sister companies. They operate on 3 separate lots/terminal - only 1 being the
boarding and alighting area (Left side in the photograph). As buses from the depots makes its way to
the B&A Terminal Area it blocks the traffic from cross directions. Also, the lack of proper drop off
areas for lighter vehicles contributes to further clogging of the minor roads around it.
104
Based from observation and as the record suggests, Bus activities decline as the day dawns
(5pm onwards). The Bus depot (across the B&A Terminal Area) will become a makeshift tricycle
terminal to cater the pedestrian volume of the Poblacion.
105
Poblacion Bus Terminal (Bataan Transit & Genesis)
Standard Requirements Comments Point
Minimum terminal size must be at least >Genesis & Bataan Transit: 99 units as per 0
130% of the total space requirement of 50% LPTRP.
of the franchised units that will use the >99 units * 3.6m * 12.0m = 4276.80 sq.m.
terminal >4276.80 sq.m. x 50% = 2138.40 sq.m.
>2138.40 * 130% = 2,779.82 sq.m.
>1339.70sq.m. Total Terminal Area in
Poblacion. Not Compliant.
Separate departure and arrival bays Compliant on different bays for departure 1
and arrival. However, the area for arrival is
dynamic. They drop off almost anywhere on
the site.
Wide entrances and exits Perimeter beside the roads are open for entry 1/2
and exit. However, it is unregulated. No
proper flow.
Concrete flooring for entire terminal B&A terminal area is compliant. However, for 1/2
the other two lots it is hardened earth fill
only, levelled from the road.
Roofing Departure Bay is covered with roof however 1/2

its bus parking and drop off are open.
Installed communication facilities Telephone, Mail, and internet signals are 1

available.
106
CCTV cameras and monitors Not compliant. 0
Information and Passenger Assistance Not compliant. You would approach the 0
Counters and Personnel driver or conductor to extract information.
Online ticketing and dispatching Manual Operation. Not compliant. 0
Detailed Schedule of regular trips It is posted on the terminal. 1
Appropriate and adequate Signages No signages on the terminal. You would 0

recognize the terminal due to the markings of
the buses.
Sufficient number of security personnel Security personnels are available past 5pm. 1/2
Comfortable benches, seats Available wooden seating. 1
Restrooms (PWD, male, female) Male and Female restrooms are available. Not 1
properly maintained and lighted.
Priority lane for Senior citizens, PWDs, Compliant. 1

pregnant women
Ramps for PWD Compliant for the waiting area. However 1

ramp is lacking when boarding the bus.
TOTAL SCORE 9/16
PERCENTAGE COMPLIANT 56.25%
2. FAB Mini bus Terminal
107
The terminal is located seaside of the Roman superhighway and in the periphery of the poblacion.
The site sits on a reclaimed land, and according to the LGU Officials this terminal is temporary until
further notice. Being temporary explains the lack of facilities is this mini bus terminal. Routes are
intermunicipal: Mariveles to Balanga.
FAB Temporary Mini-Bus Terminal
Minimum terminal size must be at least 130% >BUTGI & BMMJODTMPC: 143 units as per 1
of the total space requirement of 50% of the LPTRP.
franchised units that will use the terminal >143 units * 2.5m * 7.0m = 2502.50 sq.m.
>2502.50 sq.m. x 50% = 1251.25 sq.m.
>1251.25 * 130% = 1626.62 sq.m.
>3400.37sq.m. Total Terminal Area in
Poblacion. Compliant.
Separate departure and arrival bays Boarding will be based where the minibus 0
unit is parked. ALighting is dynamic, can
drop off anywhere convenient.
Wide entrances and exits Perimeter beside the roads are open for 1/2
entry and exit. However it is unregulated.
No proper flow.
Concrete flooring for entire terminal Earthfill only as it sits on landfill. 0
Roofing No roofing for rain and sun protection. 0
Installed communication facilities Telephone, Mail, and internet signals are 1

available.
108
CCTV cameras and monitors Not compliant. 0
Information and Passenger Assistance Counters Not compliant. You would approach the 0
and Personnel driver or conductor to extract information.
Online ticketing and dispatching Manual Operation. Not compliant. 0
Detailed Schedule of regular trips One way travel is based from maximum 0
fare collection rather than timed schedule.
Appropriate and adequate Signages No signages on the terminal but 0

recognizable due to congregation of mini
buses.
Sufficient number of security personnel Security personnel’s presence are from 0

neighboring establishments.
Comfortable benches, seats None. 0
Restrooms (PWD, male, female) None. 0
Priority lane for Senior citizens, PWDs, Compliant. 1

pregnant women
Ramps for PWD None. 0
TOTAL SCORE 3.5/16
3. Mariveles-Cabcaben Jeepney Terminal (Poblacion)
109
The terminal site sits on the esplanade of Mendoza St. (one way) near the Marketplace,
Tricycle and Bus Terminal at Lakandula St. Passenger drop off from Cabcaben is 20 meter away from
the site.
Mariveles Proper-Cabcaben Jeepney Terminal
Minimum terminal size must be at least 130% of the >MAFABJPDA: 80 units as per 0
total space requirement of 50% of the franchised units LPTRP.
that will use the terminal >80 units * 3.0m * 9.0m = 2160.0
sq.m.
>2160.0 sq.m. x 50% = 1080.40
sq.m.
>1080.0 * 130% = 1404.0 sq.m.
>448.92sq.m. Total Terminal Area
in Poblacion. Not Compliant.
Separate entrance and exit Compliant but without proper 1

delineation.
Concrete flooring for entire terminal Compliant but uses the road 1
clearance from the pavement edge.
Roofing Not 25% covered and temporary 0

facility in nature.
CCTV cameras and monitors Non compliant. 0
110
Information and Passenger Assistance Counters and Non compliant. 0
Personnel
Detailed Schedule of regular trips Every 10 minute interval. 1
Appropriate and adequate Signages Terminal is distinguishable by 0

looking at the markings of the
jeepney units.
Sufficient number of security personnel Non compliant. 0
Comfortable benches, seats Low volume capacity; 1 bench only. 1/2
Restrooms (PWD, male, female) Non compliant. 0
Priority lane for Senior citizens, PWDs, pregnant Compliant. But no proper spacing. 1/2
women
Ramps for PWD Non compliant. 0
TOTAL SCORE 4/13
4. Balon-Malaya Jeepney Terminal (Porto)
The “Porto” terminal is situated deep in the residential area of Mariveles. The operation takes
place in the subdivision rotunda. Though the passenger demand is high, walkability from different
points (*away from the route) is poor, one may opt to board tricycle before getting on site.
111
Balon-Malaya Jeepney Terminal
Minimum terminal size must be at least 130% of the >MAFABJPDA: 40 units as per 0
total space requirement of 50% of the franchised units LPTRP.
that will use the terminal >40 units * 3.0m * 9.0m = 1080.0
sq.m.
>1080.0 sq.m. x 50% = 540.0 sq.m.
>540.0 * 130% = 702 sq.m.
>450.68sq.m. Total Terminal Area
in Poblacion. Not Compliant.
Separate entrance and exit Compliant but without proper 1

delineation.
Concrete flooring for entire terminal Compliant but uses the road 1
carriageway.
Roofing Non Compliant 0
CCTV cameras and monitors Non compliant. 0
Information and Passenger Assistance Counters and Non compliant. 0

Personnel
112
Detailed Schedule of regular trips Every 3 minute interval. 1
Appropriate and adequate Signages Terminal is distinguishable by 0

looking at the markings of the
jeepney units.
Sufficient number of security personnel Non compliant. 0
Comfortable benches, seats Non compliant. 0
Restrooms (PWD, male, female) Non compliant. 0
Priority lane for Senior citizens, PWDs, pregnant Compliant. But no proper spacing. 1/2
women
Ramps for PWD Non compliant. 0
TOTAL SCORE 3.5/13
Location
If zoning ordinance is approved, terminal Compliant, bus terminals are located within the 1
must be at the periphery of a commercial periphery of a commercial zone, specifically one
zone block away from the market.
Jeepney/UV Express Terminal may be Compliant, jeepney terminal is located near the 1
located within commercial zone , should market before a junction, not near any major
not be near major intersections intersections.
If no approved ZO, terminal should be N/A

located outside of the center of commercial
activities
If no approved ZO, jeepney/UV Express N/A

Terminal may be located within the CBD ,
should not be near major intersections
Terminals should be more than 100 meters Not compliant, St. Nicholas Catholic School of 0
away from institutional establishments Mariveles and St. Nicholas Child Care Center are
(Schools, hospitals) within 100 meters away from Genesis Bus
Terminal .
113
Terminals must be accessible (transfer Compliant, a makeshift tricycle terminal is 1
routes are available within its service available across the Genesis Bus Station in the
radius) Poblacion.
TOTAL SCORE 3/4
PERCENTAGE COMPLIANT 75%
2.3.4.3 Loading and Unloading Points
Methodology
The ocular survey was conducted on the Bataan Provincial Highway from 9:30 am to 2:00 pm
on a Sunday. The team, inside a private vehicle, would identify the loading and unloading points
based on signages and the presence of public vehicles (buses, PUVs, tricycles) queuing on the area
along the highway. A member of the team would take a geotagged photo of the loading/unloading
point which can later on be georeferenced on a map.
Loading and unloading points along the highway cater mostly to residential areas and
school zones. While some points have a designated shed for commuters, some bus stops are only
identified by signage with no physical sidewalk present.
114
Loading and unloading points in FAB are more evident with a uniformed design (blue curved
roof with a built-in bench) and a lay-by for vehicles.
115
Chapter 03: General Conclusion and Recommendation to Mariveles LGU
The team would like to reiterate that due to the lack of proper preparations and the overall
limitations to the methodology of this study, these conclusions and recommendations should be
taken with a grain of salt. However, the following should still be helpful and can be used as a reference
for a more comprehensive and complete LPTRP.
Firstly, the team would like to recommend the Mariveles LGU to conduct further studies and
ground surveys, as guided by the DOTr LPTRP Manual. This will greatly aid in the creation of policies
on public transport and in the overall comprehensiveness and completeness of the LGU’s LPTRP.
Conducting the Traffic Volume Count survey and the ocular inspection of terminals provided
information such as road efficiency. For the Poblacion area, the team recommends that the bus
terminal and depot on the intersection of Padre Burgos st. and Lakandula st. be relocated elsewhere
due to the obstruction it causes when the buses park and dock. Moreover, terminals should not be
located near hospitals and schools as well as they add to the noise pollution of the area.
Conducting the Boarding and Alighting survey provided information such as the location of stops,
vehicle occupancy, etc. Firstly, the existing number of jeepneys does not meet the passenger demand
during peak hours resulting to jeepneys boarding passengers more than the maximum seating
capacity. The team would also like to recommend the LGU to designate legitimate stops for fixed
public transport routes so that passengers will not alight or board just anywhere convenient. This
will potentially lessen accidents in the road.
The team would also like to encourage constant coordination between the Mariveles LGU and the
Authority of the Freeport Area of Bataan. This will not only improve the over-all public transport
system of the municipality of Mariveles but also the developments and land use capacity of the entire
territory as well. It is important to note that transport routes should not overlap among the land use
plans of the two governing bodies.
116

A Study of The Local Public Transportation Route Manual Draft

Uploaded by

Copyright:

Available Formats

A Study of The Local Public Transportation Route Manual Draft

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

A Study of The Local Public Transportation Route Manual Draft

Uploaded by

Copyright:

Available Formats

A STUDY OF THE

LOCAL PUBLIC TRANSPORTATION ROUTE MANUAL

STUDENTS OF PLAN 210.1

School of Urban and Regional Planning | University of the Philippines, Diliman

Chapter 02: Data collection and analysis ................................................................................................... 39

Fig 1.1: Location map of Mariveles, Bataan ......................................................................................................................................... 2

Table 1.1: Mariveles Barangays as per Land Area ............................................................................................................................ 3

2. Boarding and Alighting

2. Boarding and Alighting

Vision and Mission

Vision: Mariveles, a Model of Sustainable Industrial Development; Leading Tourism Heaven in

Mission: Towards becoming a Model of Sustainable Industrial Development; Leading Tourism

(i) The citizens would benefit from a sustained growth;

Fig 1.1: Location map of Mariveles, Bataan

Geography: Mariveles is a first-class municipality located at the southernmost tip of Bataan

Barangay Land Area (has.)

Mt. View 482.01

San Carlos 2.19

San Isidro 25.34

3 City of Balanga 96,061

Table 1.2: Population of Bataan as of 2015

Table 1.3: Employment by sex, Municipality of Mariveles

Fig 1.3: Distribution of workers (by percentage) in employment sectors

Table 1.4: Type of Tenure Status occupied by households in Mariveles

1.2 Composition of the LPTRP team

 Chairman: HON. Municipal Mayor

1.3 Study area

Barangay Total Length of Road length by surface type

Alasasin 70.511 44.321 26.190

Alion 7.221 7.221

Balon Anito 21.191 21.191

Baseco 7.831 1.639

Biaan 30.807 19.277 11.530

Cabcaben 11.848 10.216 1.632

Camaya 9.670 6.588 2.162 0.920

Ipag 9.069 9.069

Lucanin 15.676 15.110 0.566

Malaya 17.731 17.731

Maligaya 11.090 11.090

Mt. View 22.574 16.717 5.857

Poblacion 7.191 7.191

San Carlos 1.386 1.042 0.345

Sisiman 4.162 4.162

Townsite 6.307 5.187 1.120

Bypass Road (Maligaya, Baseco, 7.385 7.385

Roman Super Highway (Poblacion, 21.497 21.497

Total length of roads (by type) 227.900 50.695 1.265

Table 1.6: Total length of roads by Barangay and surface condition

Fig 1.6: Distribution of Roads (by structure)

1. BAGONG BATAS PANGTRAPIKO NG BAYAN NG MARIVELES – Ordinance no. 2016-114

1.5 Objectives and targets

The development objectives towards the goals set, are as follows:

1.6 Review of existing conditions

Section ID Road Name Volume Capacity Ratio (VCR)

S0134 EPZA By-Pass (Baraso Country Rd) 0.05

S0131 Mariveles-Talaga Bay Rd 0.01

S0136 Sisiman Port Rd 0.16

S0130 Jct Layac-Balanga-Mariveles Port Rd 0.6

S0134 EPZA By-Pass (Baraso Country Rd) 0.05