Transportation Engineering Project

CHAPTER 1
NARRATIVE REPORT
I. Profile of the Project Location (Bulacan)
Background
Bulacan. (PSGC: 031400000; ISO: PH-BUL) is a first class province of the
Philippines, located in the Central Luzon Region(Region III) in the island of Luzon,
16 km north of Metropolitan Manila (the nation's capital), and part of the Metro
Luzon Urban Beltway Super Region. Bulacan was established 15 August 1578.
It has 569 barangays from 21 municipalities and three component cities
(Malolos, the capital city; Meycauayan; and San Jose del Monte). Bulacan is located
immediately
north
of Metro
Manila.
Bordering
Bulacan
are
the
provinces
of Pampanga to the west,Nueva Ecija to the north, Aurora and Quezon to the east,
and Metro Manila and Rizal to the south. Bulacan also lies on the north-eastern
shore of Manila Bay.
Bulacan prides itself on its rich history. The province figures prominently
in Philippine history. Many national heroes and political figures were born in
Bulacan. The province was also one of the first to revolt against Spain. The province
is honored as one of the 8 rays of the sun in the national flag. It is the home of the
"Three Republics." These are the Republic of Real deKakarong de Sili (1896)
in Pandi, the Republic of Biak-na-Bato (1897) and the First Philippine Republic in
Malolos (18991901). In recognition thereof, these three republics established in
Bulacan have been incorporated in the official seal of the province of Bulacan.
In the 2010 census, Bulacan had a population of 3,124,433 people, the
highest population in Region 3 and most populous province in the whole
Philippines. Bulacan's most populated city is San Jose del Monte, the most
populated municipality is Santa Maria while the least populated is Doa Remedios
Trinidad.
In 1899, the historic Barasoain Church in Malolos was the birthplace of the
First Constitutional Democracy in Asia. It is also the cradle of the nation's noble
heroes, of great men and women; also home to many of the country's greatest
artists, with a good number elevated as National Artists.
Today, Bulacan is among the most progressive provinces in the Philippines. Its
people the Bulaqueos (or Bulakenyo in Filipino) are regarded as highly
educated, enterprising and industrious. It is well known for the following industries:
marble and marbleized limestone, jewelry, pyrotechnics, leather, aquaculture, meat
and meat products, garments, furniture, high-value crops, sweets and native
delicacies, and a wide variety of high-quality native products.
Bulacan has fast become an ideal tourist destination, owing to its vital role in
Philippine history, and its rich heritage in culture and the arts. The province is
popularly known for its historical sites; nostalgic old houses and churches; idyllic
ecological attractions; religious attractions; colorful and enchanting festivals;
swimming and various themed attractions; and a wide selection of elegant native
crafts and sumptuous delicacies. It is also home to numerous resorts, hotels,
restaurants, and other recreational facilities.
Country
Philippines
Region
Central Luzon (Region III)
Founded
August 15, 1578 [1]
Capital
Malolos
Government
Type
Province of the Philippines
Governor
Wilhelmino M. Sy-Alvarado (NUP)
Vice
Governor
Daniel Fernando (NUP)
Area
Total
2,796.10 km2(1,079.58 sq mi)

3
Area rank
49th out of 80
Population (2010)
Total
3,124,433
Rank
1st out of 80
Density
1,100/km2(2,900/sq mi)
Density ra
nk
5th out of 80
Demonym
Bulakeo (Filipino) or Bulaqueo

(Spanish)
Divisions
Independe
nt cities
Componen
t cities
Municipali
ties
21
Barangays
569
Districts
1st to 4th districts of Bulacan,

Legislative lone district of the city
of San Jose del Monte
Demographics
Ethnic
groups
Tagalog (90%), Bisaya(3%), Bicolano

(2%),Ilocano (1%)
Languages
Tagalog,Kapampangan, English
Time zone
PHT (UTC+8)
ZIP code
3000 to 3024
Dialing code
44
ISO 3166
code
PH-BUL
History
During the Conquest of Luzon by Adelantado Miguel Legazpi in 1571, Bulacan was
reported to be well populated and rich. Initially there were only six encomiendas under the rule
of the Alcalde Mayor in Bulacan: Calumpit (then an independent Alcaldia) Bulakan, Malolos,
Meycauayan, Binto (present-day Plaridel), Guiguinto, and Caluya (present-day Balagtas). The
encomiendas were later organized into Pueblos (towns). The first pueblo established in Bulacan
was the town of Calumpit, founded by Agustinian friars in 1575. Calumpit was also the
birthplace of Christianity historcal documents told that Calumpit is a different and separated in
Bulacan comprising the Provincia de Calonpite y Hagonoy together with Apalit.A time came,in
1578 Alcaldia de Calumpit and it was dissolved and annexed to Provincia de Bulacan. It has
been said that in 1578 the Augustinians conquered Bulacan (the town after which the province
was named). The province of Bulacan (named Meycauayan it its antiquity), is on the island of
Luzon, and is one of the most important Alcadia de Termino, Civil and politically it
corresponds to the Audiencia y capitana general de Filipinas, and spiritually belongs to the
Archbishop of Manila. The Franciscan friars Juan Plasencia and Fray Diego de Oropesa
founded Meycauayan in the same year, and for a time it was the capital; people were able to
flourish, and became so rich that the sons are six of the best in the province (Bocaue, Polo, San
Jose del Monte, Santa Maria de Pandi, Obando and Marilao). On the other hand Malolos also
under Augustinian Order.During Spanish Period already existed as a Chinese settlement bearing
the name Li-han,in which those people are rich tagalogs and Chinese who are excellent in
commerce and trade was conquered by Spanish conquistador and constituted as Royal
Encomienda by Adelantado Miguel Lopez de Legaspi in November 14, 1571 under Jeronimo
Tirado and Marcos de Herrera. The oldest document mentioning Malolos as a Civil Town can be
found in Augustinian documents when the town of Malolos was accepted by the Augustinians to
be its House of Order in June 11, 1580. Augustinians missionaries renamed the village of Lihan
as Malolos a Pueblo or Town with its own Gobernadorcillo on 1580.
The Casa Real de Malolos. Served as the office and residency of the Governor of Malolos.
During the General Visitation of October 5, 1762 by, Sr. Doctor Don Simon de Anda de
Salazar, the province was headed by Capitan Don Jose Pasarin, alcade mayor of the
province. 1795-96, Don Manuel Pion was the alcalde mayor. According to the "Guia de 1839",
Bulacan province in the island of Luzon, Philippines, is governed by a mayor, consists of 19
pueblos, 36,394 tributes and 181,970 souls. D. Felipe Gobantes, Alcalde of the province of
Bulacan erected a stone column in the plaza of Bulacan in Memory of Fr. Manuel Blanco O.S.A.
who died on April 1, 1845.
In 1848 when the boundaries of Pampanga were changed, the region, which includes the
important town of San Miguel de Mayumo and neighboring places that were formerly part of
Pampanga, was adjudicated to Bulacan.
Opening of the Malolos Congress(1898)

In an earlier period during 1890, Malolos was a hot-spot of Liberal Illustrados, notably
the "20 Women of Malolos", who exerted pressure for education under a Filipino professor.
However, the first phase of the revolution ceased in 1897 with the signing of the Pact of Biak-naBato in San Miguel. Under its terms the leaders were to go to Hong Kong and reside there.
Under the illusory peace created by the pact, the end of 1897 saw greater determination om the
part of the Filipinos to carry on the revolution. In early 1898, the provinces of Zambales, Ilocos,
Pampanga, Bulacan, Laguna, Pangasinan, Nueva Ecija, Tarlac. and Camarines rose again. In
Central Luzon, a revolutionary government was organized under General Francisco Makabulos,
a Kapampangan revolutionary leader of La Paz, Tarlac.
The U.S. Americans established a local Philippine government in the Philippines when
they held the first municipal election in the country in the town of Baliuag, Bulacan on May 6,
1899. At the beginning of the American rule,1899-1900 Malolos became the headquarters of the
Military Governor of the Philippines Malolos at Casa Real in Malolos and in February 27, 1901,
the Philippine Commission officially transferred the seat of government to Malolos, and the Casa
Real de Malolos was the seat of the Provincial Governor from 1900 to 1930 until the completion
of the capitol building at the Brgy Guinhawa, Malolos City.
6
In 1942, at the height of World War II, the Japanese Imperial Army occupied Bulacan and
made Casa Real de Malolos its headquarters. In 1945, combined Filipino and American forces
and local guerrillas attacked the Japanese Imperial Forces and liberated Bulacan.
Issues Concerning the Foundation Date

For a long period of time, Bulacan traced its founding as a province during the American
Period at the reorganization of Philippine Provinces. To determine the true date of the province's
foundation and to trace its roots in ancient period. Efforts and research conducted by Dr. Jaime
Veneracion, Dr.Reynaldo Naguit of the Center for Bulacan Studies and Isagani Giron of
the Samahang Pangkasaysayan ng Bulacan (Sampaka) shows that Bulacan was identified as a
province as early as 1578. This is due to a cedulario found by the researchers which
states Provincia de Bulacan and was dated 1578. With regards to exact date of foundation of
Bulacan as a province, Veneracion correlated it with the practice of Spaniard of dedicating the
founding a pueblo to the feast of a patron saint. In the case of Bulacan it is the Nuestra Seora de
la Asuncion, which is also the patron saint of Bulakan town, the first capital of the province.
Officially, the province of Bulacan was created under Act 2711 on March 10, 1917.
Geography
Bulacan is bounded by Nueva Ecija on the north, Aurora (Dingalan) on the
northeast, Quezon (General
southeast, Metro
Nakar)
Manila(Valenzuela
on
the
east, Rizal (Rodriguez)
City, Malabon
City, Navotas
on
the
City, Caloocan
City and Quezon City) on the south, Manila Bay on the southwest, and Pampanga on
the west.
Several rivers irrigate the province of Bulacan; the largest one is that of
Angat. Angat River passes through the towns of Norzagaray, Angat, Bustos, San
Rafael, Baliuag, Plaridel, Pulilan, and Calumpit. It flow thence into the Pampanga
River, goes out again, washes Hagonoy and loses itself in the mangroves. The banks
of these rivers are very fertile and are covered with trees.
Terrain
Bulacan lies in the southern portion of the fertile plains of Central Luzon. The area is
drained by the Angat and Pampanga rivers. The Sierra Madre mountain range forms the
highlands of Bulacan in the east. Angat Lake, which was formed by the Angat Dam is located in
that area. The highest point in the province at 1,206 meters is Mount Oriod, part of the Sierra
Madre.
The Sierra Madre Mountain Range as seen near Mount Oriod's summit.
On January 19, 2008, an 18-hectare dump site, a new landfill that would also be a tourist
attraction opened in Norzagaray, Bulacan province. Ramon Angelo, Jr., president Waste
Custodian Management Corp. stated: "I want them to see our system in our place which should
not be abhorred because we are using the new state-of-the-art technology."
Climate
November to April is generally dry while wet for the rest of the year. The
northeast monsoon (amihan) prevails from October to January bringing in moderated and light
rains. From February to April, the east trade winds predominate but the Sierra Madre
(Philippines) mountain range to the east disrupts the winds resulting to a dry period. From May
to September, the southwest monsoon (habagat).
The hottest month is May having an average temperature of 29.7 C (85.5 F) while the
coldest is February with an average temperature of 25.1 C (77.2 F).
Languages and Ethnicity

As it is part of the Tagalog cultural sphere (Katagalugan), Tagalog is the predominant
language of Bulacan. SOME inhabitants also speak Kapampangan, which is the language of
neighboring Pampanga.
8
Population
According to the 1 May 2010 census, there are a total of
2,924,433 Bulaqueos (or Bulakenyos) with an annual population growth rate of 2.73 from the
year 2000 to 2010, making Bulacan the second most populous province in the country. It is also
the 4th most densely populated province at 1,076 people per square kilometer. There are 588,693
households in the province with an average size of 4.8 persons. Bulacan had a median age of 23
years in 2007.
Total Population by Region, Province and Municipality: Based on 1995, 2000, 2007, and 2010
Region, Province, City,

Municipality1
1-Sep-95
1-May-00
1-Aug-07
1-May-10
Central Luzon
7,092,191
8,204,742
9,720,982
10,137,737
BULACAN
1,784,441
2,234,088
2,826,926
2,924,433
1. Angat
39,037
46,033
53,117
55,332
1-Sep-95
1-May-00
1-Aug-07
1-May-10
2. Balagtas (Bigaa)
49,210
56,945
62,684
65,440
3. Baliuag
103,054
119,675
136,982
143,565
4. Bocaue
69,718
86,994
105,817
106,407
5. Bulakan
54,236
62,903
72,289
71,751
6. Bustos
41,372
47,091
60,681
62,415
7. Calumpit
70,839
81,113
98,017
101,068
8. Doa Remedios Trinidad
11,194
13,636
19,086
19,878
9. Guiguinto
52,575
67,571
89,225
90,507
10. Hagonoy
99,423
111,425
126,329
125,689
11. Malolos City
147,414
175,291
223,069
234,945
12. Marilao
68,761
101,017
160,452
185,624
Municipality1
10

Municipality1
1-Sep-95
1-May-00
1-Aug-07
1-May-10
13. Meycauayan City
137,081
163,037
196,569
199,154
14. Norzagaray
51,015
76,978
105,470
103,095
15. Obando
51,488
52,906
56,258
58,009
16. Pandi
40,520
48,088
60,637
66,650
17. Paombong
33,149
41,077
53,510
50,940
18. Plaridel
66,355
80,481
99,817
101,441
19. Pulilan
59,682
68,188
85,008
85,844
20. San Ildefonso
69,319
79,956
93,438
95,000
21. San Jose del Monte
201,394
315,807
439,090
454,553
22. San Miguel
108,147
123,824
138,839
142,854
23. San Rafael
58,387
69,770
85,284
85,921
11

Municipality1
24. Santa Maria
1-Sep-95
1-May-00
101,071
144,282
1-Aug-07
1-May-10
205,258
218,351
UN Millennium Development Goals

In 2006, the Provincial Government received from Galing Pook - a Special Citation on
Local Capacity Innovations for the Millennium Development Program in an awarding ceremony
held last October 16 at the Teatro Marikina in Marikina City. The province is one of the ten local
government units recognized for its pioneering effort in the localization of the Millennium
Development Goals (MDG) and promoting good governance. M.D.G. is a set of quantifiable,
measurable, and time-bound development goals and targets for global human development set by
UN member-states to be achieved by 2015.
Economy
The province of Bulacan is steadily becoming industrialized due to its proximity to Metro
Manila. Many corporations put up industrial plants and site in Bulacan. Some of the businesses
and industries include agribusiness; aquaculture; banking; cement bag making; ceramics;
construction; courier; education; food/food processing; furniture; garments; gifts, houseware &
decors; hospitals; hotels, resorts & restaurants; information and communications technology;
insurance; jewelry; leather & leather tanning;manpower; manufacturing; marble; printing
press; pyrotechnics & fireworks manufacturing; realty/real property development; shoe
manufacturing; textile; trade; transport services; travel & tours.
Agribusiness & aquaculture
The rural areas still mostly depend on agriculture (in the plains) and fisheries (in the
coastal areas) as a source of income. Some of the major crops are rice, corn, vegetables, and
12
fruits such as mangoes; and various kinds of fishes and seafoods. Orchid farming by Golden
Bloom Orchids at Brgy. Maguinao, San Rafael, Bulacan
Banking and finance
Bulacan is served by all major banks with more than 200 banks doing business in the
province. The entrepreneureal culture is supported by the strong cooperative movement with
total assest of over PhP 2 Billion.
Industrial estate and parks

This is a partial list of industrial sites in the province.
First Bulacan Industrial City - Malolos City
Intercity Industrial Estate - Wakas, Bocaue
Bulacan Agro-Industrial Subdivision - Calumpit
Bulacan Metro Warehouse (BMW) Center - Guiguinto
Meycauayan Industrial Subd. I, II, III & IV - Meycauayan
Meridian Industrial Compound - Meycauayan
Muralla Industrial Project - Meycauayan
First Velenzuela Industrial Compound - Meycauayan
Sterling Industrial Park Phase I, II, III & IV - Meycauayan
Grand Industrial Estate - Plaridel
Sapang Palay Industrial Estates - San Jose del Monte
Agus Development Corporation - Sta. Maria
Bulacan ICT Park - Marilao
Golden City Business Park - Wakas, Bocaue
13
Sterling Industrial Park - Marilao
Income
Bulacan got the top place for "LGU's with Highest Gross Income" (PhP
1,717,600,000.00) and "Top Spender by LGU's" (PhP 1,349,420,000.00), and third (3rd) among
the "Top Provinces with Generated Biggest Net Income" (PhP 368,180,000.00) according to the
2006 ANNUAL FINANCIAL REPORT - LOCAL GOVERNMENTS of the Commission of
Audit. The first time to top the perennial top placer, which was the Province of Cebu.
The province got the top place for "LGU's with Highest Gross Income" (PhP
1,807,600,000.00), second (2nd) in "Top Spender by LGU's" (PhP 1,372,160,000.00), and third
(3rd) among the "Top Provinces with Generated Biggest Net Income" (PhP 434,830,000.00)
according to the 2007 ANNUAL FINANCIAL REPORT - LOCAL GOVERNMENTS of the
Commission of Audit.
Based on the Commission of Audit's 2008 Annual Financial Report for Local
Governments, the province's total gross income had increased to PhP 1,965,633,000.00
(including the subsidies and extra items). Its expenses had also increased to PhP
1,641,325,000.00, which brings a total net income of PhP 324,308,000.00.
This is the list of the top income earners in Bulacan from 2010 to 2012:
Rank
Cities
Total Income year 2011
Total Income year 2012
San Jose del Monte City
P812,808,000.00
P777,660,000.00
Meycauayan City
P776,913,350.71
P770,607,495.31
Malolos City
P593,840,000.00
14
Rank
Municipalities
Total Income year 2011 [27]
Santa Maria
P372,213,332.28
Marilao
P358,356,367.52
Norzagaray
P290,092,000.00
Baliuag
P271,374,445.04
Guiguinto
P210,930,677.70
Pulilan
P202,401,766.38
San Miguel
P193,092,342.56
Bocaue
P178,713,019.75
Plaridel
P170,476,189.78
10
Hagonoy
P170,040,000.00
11
Calumpit
P168,370,000.00
12
San Ildefonso
P160,178,322.87
13
San Rafael
P140,709,458.85
14
Balagtas
P140,347,358.20
15
P369,850,000.00
P186,895,552.41
P189,750,000.00
P168,540,106.16
Rank
Municipalities
15
Doa Remedios Trinidad
P116,794,317.34
P113,370,000.00
16
Bulakan
P115,730,000.00
17
Obando
P98,137,235.65
P87,113,993.41
18
Angat
P95,648,247.76
P95,450,000.00
19
Bustos
P95,551,790.35
P94,000,000.00
20
Pandi
P92,473,414.47
P101,012,646.66
21
Paombong
P79,350,000.00
Education
The province is home to several nationally recognized public and private educational
institutions such as Baliuag University (First school granted full autonomy in Region 3),
the Bulacan State University (Main & Satellite Campuses), Bulacan Agricultural State
College (San Ildefonso & DRT Campus), Polytechnic University of the Philippines (Sta. Maria
Extension Campus and Pulilan Campus) and Centro Escolar University (Malolos Campus)
Primary and intermediate
Bulacan has a total of 473 public Elementary schools, 435 public schools under
the Department of Education (DepEd) Division of Bulacan and 38 public schools under
the Division of City Schools of Malolos.
Secondary
Bulacan has a total of 68 public high schools, national and provincial. Sixty-five (65)
under the Department of Education (DepEd) Division of Bulacan and three (3) public
high schools under the Division of City Schools of Malolos.
16
Private schools
There are many privately owned (by individual or group) and church-operated schools
established in the city. Private schools in the province are member of Bulacan Private
Schools Association (BULPRISA) While in Malolos, private schools are organized as
Malolos City Private Schools Association (MACIPRISA)
Transportation
Bulacan is dubbed as "The Gateway to the Northern Philippines". The province is linked
with Metro Manila primarily through the North Luzon Expressway and Manila North
Road (better known as the MacArthur Highway) which crosses the province into Pampanga and
western part of Northern Luzon (western Central Luzon, Ilocos and Cordillera Administrative
Region). While taking the Cagayan Valley Road in Guiguinto, the road leads to Nueva Ecija and
to the eastern part of Northern Luzon (eastern Central Luzon and Cagayan Valley Region).
Bulacan will be accessed by the future C-6 Road connecting the provinces
of Rizal and Cavite and the cities of Taguig,Paraaque and Muntinlupa in Metro Manila.
The MacArthur Highway traverses the province from north to south. Most major towns
can be reached through the North Luzon Expressway. A good number of motor vehicles owned
largely by private individuals provide mobility to Bulacan's populace. Aside from five main
highways that traverse the province, all roads are widely dispersed throughout Bulacan.
Bus terminals of Baliuag Transit, California Bus Line, Sampaguita Liner and Royal Eagle
are in Baliuag, Balagtas and Hagonoy. The main bus lines of Philippine Rabbit, Victory Liner,
Aladdin Transit that originate from their main terminals in Manila, Pasay and Quezon City and
travel northward to cities and towns in Pampanga, Tarlac and Zambales, pass through Bulacan
via the Tabang exit. Other bus companies that travel to Bulacan include Baliwag Transit, First
North Luzon, Five Star, Agila Transport, Phil. Corinthian, Mersan, Mayamy, RJ Express.
Public transportation within the province, like in most of the urban areas in the
Philippines, is facilitated mostly using inexpensive jeepneys and buses. Tricycles are used for
short distances.
Government
17
Bulacan Provincial Capitol, Malolos City

1. SAN JOSE DEL MONTE BULACAN
San Jose del Monte is a suburban city in the province of Bulacan, Philippines. It is
bordered by Caloocan and Quezon City in the south; by Rodriguez, Rizal, in the east; Santa
Maria and Marilao, both of Bulacan, in the west; and Norzagaray, Bulacan in the north.
According to the 2010 census, it has a population of 454,553 inhabitants, making it the 19th most
populated city in thePhilippines.
San Jose del Monte has experienced major economic growth, evidenced by the presence
of major commercial banks, fast food chain outlets, real estates, and wide coverage of landline
and cellular phone services.
The city's Mayor is Reynaldo S. San Pedro, while Vice-Mayor Eduardo S. Roquero heads
the Sangguniang Panglungsod. The city is represented in the House of Representatives by
Congressman Arthur B. Robes.
18
Area: 105.53 km2 (40.75 sq mi)

Elevation: 100 m (300 ft)
Population: 454,553
Density: 4,300/km2 (11,000/sq mi)
Weather: 260C, Wind 0 km/h, 77% humidity
Local Time: Sunday 6:43 PM
Barangays
San Jose del Monte is divided into two districts for representation purposes. It is
politically subdivided into 59 barangays of which 23 barangays comprise the first district while
36 compose the second district.
19
Populatio
No
.
Barangay
Distric
Postal
code
01-May00
Ciudad Real
1st
3023
20
1,935
Populatio
n
2012
3,070
Populatio
n
growth
rate
-7.08%
Populatio
No
.
Barangay
Distric
Postal
code
01-May00
Dulong Bayan
Francisco HomesGuijo
Francisco HomesMulawin
Francisco HomesNarra
Francisco HomesYakal
Populatio
n
2012
Populatio
n
growth
rate
1st
3023
5,440
8,774
34.71%
1st
3023
5,242
5,635
2.71%
1st
3023
9,263
11,888
15.27%
1st
3023
5,425
7,269
36.02%
1st
3023
2,875
3,903
15.79%
Gaya-Gaya
1st
3023
7,148
18,737
38.51%
Graceville
1st
3023
22,671
44,514
44.10%
Gumaoc - Central
1st
3023
2,704
3,484
26.11%
10
Gumaoc - East
1st
3023
3,854
5,237
36.53%
21
Populatio
No
.
Barangay
Distric
Postal
code
01-May00
Populatio
n
2012
Populatio
n
growth
rate
11
Gumaoc - West
1st
3023
5,288
8,785
35.89%
12
Kaybanban
1st
3023
1,643
2,970
47.05%
13
Kaypian
1st
3023
18,530
30,105
41.98%
14
Maharlika
1st
3023
2,793
3,210
11.71%
15
Muzon
1st
3023
47,010
103,000
76.24%
16
Paradise III
1st
3023
2,186
3,907
47.35%
17
Poblacion
1st
3023
1,886
2,360
15.22%
18
Poblacion I
1st
3023
2,882
4,117
38.03%
19
San Isidro
1st
3023
1,811
3,367
27.06%
20
San Manuel
1st
3023
8,107
14,122
27.82%
21
San Roque
1st
3023
1,000
1,711
31.90%
22
Populatio
No
.
Barangay
Distric
Postal
code
01-May00
22
23
Sto. Cristo
Tungkong
Mangga
Populatio
n
2012
Populatio
n
growth
rate
1st
3023
17,840
33,400
43.88%
1st
3023
6,097
19,491
34.64%
24
Minuyan I
2nd
3024
3,079
3,807
10.72%
25
Minuyan II
2nd
3024
4,532
6,146
4.72%
26
Minuyan III
2nd
3024
2,327
3,328
18.22%
27
Minuyan IV
2nd
3024
3,492
4,722
24.03%
28
Minuyan V
2nd
3024
2,535
2,724
9.75%
29
Bagong Buhay I
2nd
3024
5,621
6,888
20.44%
30
Bagong Buhay II
2nd
3024
3,521
5,910
19.31%
31
Bagong Buhay III
2nd
3024
3,903
4,757
19.83%
32
San Martin I
2nd
3024
3,207
4,049
25.54%
23
Populatio
No
.
Barangay
Distric
Postal
code
01-May00
Populatio
n
2012
Populatio
n
growth
rate
33
San Martin II
2nd
3024
2,771
3,419
19.31%
34
San Martin III
2nd
3024
2,609
3,382
13.91%
35
San Martin IV
2nd
3024
2,939
3,894
28.10%
36
Sta. Cruz I
2nd
3024
2,997
2,414
7.5%
37
Sta. Cruz II
2nd
3024
2,798
3,744
10.51%
38
Sta. Cruz III
2nd
3024
2,058
2,432
19.68%
39
Sta. Cruz IV
2nd
3024
2,623
2,706
23.83%
40
Sta .Cruz V
2nd
3024
3,128
4,143
16.78%
41
Fatima I
2nd
3024
2,850
3,034
9.75%
42
Fatima II
2nd
3024
1,785
2,116
11.82%
24
Populatio
No
.
Barangay
Distric
Postal
code
01-May00
Populatio
n
2012
Populatio
n
growth
rate
43
Fatima III
2nd
3024
1,461
1,861
23.20%
44
Fatima IV
2nd
3024
1,837
2,294
16.93%
45
Fatima V
2nd
3024
2,029
2,937
33.91%
46
San Pedro
2nd
3024
12,096
14,833
13%
47
Citrus
2nd
3024
13,066
23,970
45.75%
48
San Rafael I
2nd
3024
6,080
9,413
28.39%
49
San Rafael II
2nd
3024
3,457
3,699
-1.91%
50
San Rafael III
2nd
3024
3,112
3,248
-5.49%
51
San Rafael IV
2nd
3024
5,308
6,695
2.60%
52
San Rafael V
2nd
3024
2,544
3,091
9.87%
53
Assumption
2nd
3024
3,424
4,560
14.75%
25
Distric
No
.
54
Barangay
Lawang Pare
Postal
CSJDM
t Population
codecensus of n
Sto. Nio I
Pop.
1990
142,047
57
58
59
Sto. Nio II
St. Martin de
Porres
Sapang Palay
Proper
Minuyan Proper
% p.a.
00
315,807
n
2012
Populatio
n
growth
rate
4,284
28.16%
3,068
-1.02%
+10.12%
439,090 2,363
+4.65%
2nd 2007 3024
454,553
Populatio
201,394 3,264
+6.76%
2nd 1995 3024
2010
56
01-May-
Year
2000
55
Populatio
+1.27%
2nd
3024
2807
3,478
3.06%
2nd
3024
2,050
2,775
25.46%
2nd
3024
3,576
5,538
24.89%
2nd
3024
4,928
26,300
344.64%
Demographics
26
Agriculture
Major agricultural crops are leafy vegetables, root crops (cassava as its OTOP),
pineapple, mango and coffee beans.
Livestock and Poultry

The major income earner of the city is large- and small-scale swine
production. There are 60 commercial livestock and poultry farms in the city.
The major poultry producers are RFM, Vitarich and FELDAN.
Trade and Commerce

The city has three major business district growth areas: Tunkong Mangga, Muzon and
Sampol Market. They are in wholesale and retail trade.
The minor business districts include Towerville in Minuyan Proper, Palmera in Kaypian,
Northgate in Sto. Cristo, Citrus, Poblacion I, Grotto in Graceville, Francisco Homes, Gumaoc
and San Rafael III
Commercial and thrift banks, pawnshops and cooperatives provide financial services for
the city.
27
Income
The city has experienced increased revenues in the past few years. The P607,782,085.98
gross income surpassing the gross income of Meycauayan City and Malolos City (capital)
reported by the city treasury office and Commission on Audit for the 2008 fiscal year represented
an increase of 15.96% from the 524,135,505.09 total in 2007.
The income in 2008 is comparable to the major cities and municipalities in Bulacan, such
as Meycauayan, Malolos, Baliuag, Santa Maria and Marilao.
Housing
The city hosts four NHA resettlement projects of the national government and more than
150 residential subdivisions.
Health
The Ospital ng Lungsod ng San Jose del Monte, a public hospital, is managed and
operated by the city government, with subsidy from the provincial government. Five rural health
units and sub-centers service the immediate health care needs of the community.
Programs addressed by city health officials include campaign drives against dengue, rabies,
malnutrition, and smoking in public. There is a drive for regular garbage collection.
Education
28
There are 128 schools offering elementary, secondary and tertiary education. The city has
now its own school division in compliance with R.A. 8797.
Bulacan State University operates a branch in San Jose del Monte. The city has a
polytechnic college (Bulacan Polytechnic College, commonly known as BPC),located in
Barangay Graceville. The town is also home of Sto. Rosario Sapang Palay College, a Catholic
School located in Sapang Palay.
Social welfare
The city complies with R.A. 6972, requiring every barangay to have a
daycare center; 71 daycare centers are operating in the city.
Aside from the social welfare service accessible through the local government, nongovernment organizations provide social services to the socially, economically and physically
disadvantage sectors in the city.
Recreational facilities
The newest addition to the city's sport facility is the "Covered Court" with a seating
capacity of 2,500. This is the venue for Monday Program of the city government as well as the
other activities, such as conventions, seminars and concerts.
The Cattle Creek Golf and Country Club is a favorite hub among retirees and business
executives.
Protective services
29
The 65-man police force of San Jose del Monte is reinforced by other law enforcement
groups such as Bantay Bayan, barangay police, private security guards another vigilant residents
pursuing peace and order. The city Police Station maintains eight Kabayan Action Centers
manned by officers acting as supervisors providing bond between police and community.
The fire station has five fire trucks to serve the city and other neighboring towns.
Transportation
The city is serviced by bus routes going to and from, among others, Sapang Palay,
Baclaran
district
in Pasay, Muntinlupa (Alabang), Taguig (FTI), Makati, Quiapo and Sta.
Cruzdistricts in Manila, Novaliches district in Quezon City and the Ninoy Aquino International
Airport or NAIA. Jeepney routes also ply the roads between the city and neighboring cities and
towns in Metro Manila and Bulacan province.
Roads
San Jose del Monte's road network has a total length of 211.43 km. (not including the
BRMCREx). The following are the main arteries of San Jose del Monte's road network which
link the 59 barangays with Metro Manila and the rest of Bulacan.
Quirino Highway is a vital national road which stretches from the town of Norzagaray
to North Caloocan City and the rest of Quezon City.
Bocaue - San Jose Road, also called Gov. Fortunato Halili Avenue, is a vital provincial
road which links the city passing throughTungkong Mangga (Tungko) via Muzon to the town
of Sta. Maria, Bocaue and to the North Luzon Expressway.
Sapang Palay Road - Sta. Maria Road links the Sapang Palay Resettlement Project to
town of Sta. Maria passing through Brgy. Bulac,Brgy. Catmon & Brgy. Patag in the said
town.
30
San Jose - Marilao Road links the city with the municipality of Marilao and to the North
Luzon Expressway. This is now a permanent full exit.
Sapang Palay Road links the Sapang Palay Resettlement Project to Quirino Highway and
in the opposite end to Sapang Palay Proper.
Igay Road links the upper barangay to Quirino Highway and Rodriguez, Rizal (formerly
town of Montalban, Rizal).
Bulacan-Rizal-Manila-Cavite Regional Expressway is under construction. It can go

to Rizal, Metro Manila, and Cavite.
Water
The bulk of the city's water requirement is being served by the City Water District, while
some subdivisions have their own independent water supply system.
Power
Power distribution is being undertaken by the Manila Electric Company Meralco. The
city hosts the biggest Transco (Napocor) sub-station in the country in Barangay Dulong Bayan
2. NORZAGARAY BULACAN
Norzagaray is
first
class municipality in
the province of Bulacan, Philippines.
According to the 2010 census, it has a population of 103,095 inhabitants. It is the location
of Angat Dam which sits on the lower realms of the Sierra Madre mountain range, the Dam is
notable for being a major water and power supply for the National Capital Region.
31
Area: 309.8 km2

Elevation: 109 m
Population: 103,095
Density: 3,700/km2 (8,400/sq mi)
Weather: 260C, Wind 0 km/h, 77% Humidity
32
Geography
The
town
of
Norzagaray
is
bordered
by City
of
San
Jose
del
Monte,
Bulacan and Rodriguez, Rizal, to the south; by General Nakar, Quezon to the east; Santa
Maria to the west; Angat, Bulacan is northwest; and Doa Remedios Trinidad, Bulacan is to the
north.
Barangays
Norzagaray is politically subdivided into 13 barangays.
Bangkal
Baraka
Bigte
Bitungol
Matictic
Minuyan
Partida
Pinagtulayan
Poblacion
San Mateo
Tigbe
San Lorenzo (Hilltop)
Friendship Village Resources (FVR)

33
History
Pre-Spanish records say the town of Norzagaray was once vast wilderness. It was then
called "Casay", a mere barrio of the town Angat.
During the Spanish occupation, the people of barrio Casay worked for reforms politically,
socially and economically, in order to be separated from Angat. They succeeded in their
separation bid through Governor-General Fernndo Norzagaray y Escudero(1857-1860) who
issued a proclamation declaring barrio Casay as a separate town from Angat. Political boundaries
were established and barrio Casay was renamed as "Norzagaray" in honor of the governor.
Demographics
Municipal Government
34
Town hall, seat of the Government

Just as the national government, the municipal government is divided into three branches:
executive, legislative and judiciary. The judicial branch is administered solely by the Supreme
Court of the Philippines. The LGUs have control of the executive and legislative branch.
The executive branch is composed of the governor for the provinces, mayor for the cities
and municipalities, and the barangay captain for the barangays.Local Government Code of the
Philippines, Book III, Department of Interior and Local Government official website. The
legislative branch is composed of the Sangguniang Panlalawigan (provincial assembly) for the
provinces, Sangguniang Panlungsod (city assembly) for the cities, Sangguniang Bayan (town
assembly)
for
the
municipalities,
Sangguniang
Barangay
(barangay
council),
and
theSangguniang Kabataan for the youth sector.

The seat of Government is vested upon the Mayor and other elected officers who hold
office at the Town hall. The Sanguniang Bayan is the center of legislation.
Economy
35
Republic Cement Plant

The town main industry are Cement Manufacturing and Quarrying. Other industry of the
town are Agriculture and Tourism.
Tourism
Norzagary Cockpit Arena
Today, the town of Norzagaray is quickly rising in terms of commercial and economic
status with tourist potentials. "Bakas" which is on a portion of the Angat River is recognized as
one of the busiest places in the locality, particularly during summertime, which is noted for its
natural beauty. People from distant towns often visit the place for relaxation.
Another potential spot for tourism is where the Angat River Hydroelectric Plant or Angat
Dam is
located.
The
dam
is
the
biggest hydroelectric
plant the National
Power
Corporation (NPC) has ever constructed in terms of power capacity within the entire Philippines.
Because of Angat Dam's size, its reservoir sinks to critical levels during the dry season on
necessitating the need for cloud seeding on some years. The 37-kilometre (23 mi) reservoir of
this hydroelectric plant is covered with forests producing a cool climate.
Another is the Pinagrealan Cave located in Barangay Bigte. This cave is a subterranean
network of caverns extending more than a kilometer deep. The Katipunero Revolutionaries
36
during the war against Spain used it as a camp in 1896 and again during the Filipino-American
War in 1898 as hideout of General Emilio Aguinaldo (the First President of the Philippines). It
was also used as a sanctuary by the Japanese Imperial Army when the Philippines was liberated
by American Forces.
There are still other sites with tourism potential in the locality. However, some of these
places are located in remote areas of the town, which are inaccessible to motor vehicles,
therefore in need of immediate attention.
The town of Norzagaray is rich in natural resources and endowed with natural beauty. Its people
are claimed to be religious, industrious and very hospitable just like any other person from
Bulacan.
The town people do have recreation like legal gambling. The government and private
sectors provided services and education to the natives.
The town is rich in scenic spots, navigable rivers and medieval Churches, inter alia. The
following are the points of interests:
Historical and Cultural Heritage

The natives are religious and hear Mass or pray in the Catholic and INC churches. The
town also remembers the 31 heroes of the Revolution.
Monument of Sinfroso de la Cruz
Religious
37
St. Andrew, the Apostle Church
St. Andrew, the Apostle Church
Iglesia Ni Cristo church
3. BALIUAG BULACAN
Baliuag is a first class highly urban municipality in the province of Bulacan, Philippines.
According to the latest census, it has a population of 143,565 inhabitants in 25,050 households.
Baliuag was founded on 1732 by Augustinian friars and was incorporated by the Spanish
Governor-General on 1733.The town was a part of Quingwa (now Plaridel) before.
Through the years of Spanish domination, Baliuag was predominantly agricultural.
People had to depend on rice farming for main source of livelihood. Orchards
and tumanas yielded fruits and vegetables, which were sold in the public market. Commerce and
industry also played important contributions to the economy of the people. Buntal hat weaving in
Baliuag together with silk weaving popularly known in the world as Thai silk; the manufacturer
of cigar cases, pina fibers, petates (mats) and Sillas de Bejucos (cane chairs) all of fine quality
38
became known in many parts of the world. The local market also grew. During the early part of
the 19th century Baliuag was already considered one of the most progressive and richest town of
Bulacan. The growth of the public market has significantly changed the mode of economy of the
town.
Baliuag is the major commerce, transportation, entertainment and educational center of
Northern Bulacan. With the continuous expansion of Metro Manila, the municipality is now part
of Manila's built up area which reaches San Ildefonso in its northernmost part.
Area: 45.05 km2

Elevation: 113 m
Population: 143,565
Density: 4105/km2 (8,400/sq mi)
Barangays
Baliwag is politically subdivided into 27 barangays.
39
No.
Barangay
Bagong Nayon
Population
2010
5,994
40
Classification
highly urban
Population
No.
Barangay
Barangka
2,742
urban
Calantipay
2,613
urban
Catulinan
1,769
urban
Concepcion
9,585
highly urban
Makinabang
11,196
urban
Matangtubig
2,859
urban
Pagala
3,139
urban
Paitan
1,440
urban
10
Piel
1,955
urban
11
Pinagbarilan
5,178
urban
12
Poblacion
9,668
highly urban
13
Hinukay
1,419
urban
2010
41
Classification
Population
No.
Barangay
14
Sabang
11,960
highly urban
15
San Jose
5,346
highly urban
16
San Roque
3,402
urban
17
Santa Barbara
11,568
highly urban
18
Santo Cristo
8,650
highly urban
19
Santo Nio
3,470
urban
20
Subic
4,550
highly urban
21
Sulivan
4,776
Urban
22
Tangos
5,578
Urban
23
Tarcan
6,892
Urban
24
Tiaong
4,903
Urban
25
Tibag
3,476
highly urban
2010
42
Classification
Population
No.
Barangay
26
Tilapayong
2,494
Urban
27
Virgen delas Flores
6,673
Urban
2010
Classification
History
Five days before May 6, 1899, Henry Ware Lawton's troops marched to Baliuag, after the
fateful and bloody encounter at the "Sabang, Baliuag Battle". Baliuag was the first Municipio
ever created during the American regime in the Philippines, on May 6, 1899, five days before the
fateful "Sabang Battle".
Augustinian friar, Fr. Joaqun Martnez de Ziga, OSA, in his "1803 Historia de las Islas
Filipinas"[5] wrote that the Convent or Parochial house of San Agustin, in Baliuag, is the best in
the whole Archipelago and that no edifice in Manila can be compared to it in symmetry and
beauty amid its towering belfry, having been a viewing point of the town's panorama. The frayle
further stated that the Convent was a repository of priceless parish records which dated to the
founding of Baliuag as a "pueblo" or "parrochia" by the OSA or Augustinians in 1733. But it the
first convent was erected at Barangay Sta. Barbara, Baliuag before the Parokya was formally
established at the now Plaza Naning, Poblacion.
43
"Lumang Municipio" (Baliuag Museum and Library).

Fr. Joaqun Martnez de Ziga arrived in the Philippines on August 3, 1786 and visited
Baliuag on February 17, 1802 with Ignacio Maria de lava y Senz de Navarrete. Their host was
Baliuag's Parish Priest, Fray Esteban Diez Hidalgo. [6] Fr. Diez served as the longest cura parroco
of Baliwag from 1789, having built the church and convent from 1790 to 1801.
Spanish records ("Apuntes histricos de la provincia augustiniana del Santsimo Nombre
de Jess de Filipinas", ao 1909: Filipinas, by P. Bernardo Martinez) [7] reveal that Fr. Juan de
Albarran, OSA was assigned Parish Priest of Baliuag in 1733. The first baptism in Baliuag
Church was ordered by Fr. Lector and Fr. Feliz Trillo, Provincial of the Province on June 7, 1933
while Baliuag was founded and began its de jure existence on May 26, 1733. The town or pueblo
was created in the provincial Chapter on May 15, 1734, with the appointment of Fr. Manuel
Bazeta or Baseta as first Kura Paroko.[8]
In 1769-1774, the Church of Baliuag was built by Father Gregorio Giner. The present
structure (the third church to be rebuilt, due to considerable damage during the 1880 Luzon
earthquakes) was later rebuilt by Father Esteban Diaz using mortar and stone. The
1866 Belfry was also completed by Father Matias Novoa but the July 19, 1880 quake damaged
the same which was later repaired by Father Thomas Gresa.[9][10]
The earthquake of June 3, 1863, one of the strongest to ever hit Manila, destroyed the
Governor's Palace in Intramuros. Malacaang then, became the permanent residence of the head
of the country. The massive quake also damaged the Baliuag Church. [11] In 1870, the
reconstruction began when a temporary house of worship, the Provincial, along Ao 1733
street, emerged as a narrow, and simple edifice which later used by the RVM Sisters of the
Colegio de la Sagrada Familia (now St. Mary's College of Baliuag) as classroom. Antonio de
Mesa, Maestrong Tonio" fabricated the parts to have finished the Spanish-era Baliuag Church.
Baliuag had 30 curates (1733-1898): Fr. Esteban Diez Hidalgo and Fr. Fausto Lopez
served 40 and 24 years, respectively. Fr. Lopez had 6 children with a beautiful native, Mariquita:
Dr. Joaquin Gonzalez, Francisco, the former Assemblyman Ricardo Lloret Gonzales (Legislative
districts of Bulacan, 5th Philippine Legislature, and Jose the eldest who was widely known as
Pepeng Mariquita", inter alia. Spanish cura parroco, Fr. Ysidoro Prada served in Baliuag during
the last decade of Spaniard regime.
44
The Philippine-American civil and military authorities supervised the first municipal
elections, having chosen Baliuag as the site of the first Philippine elections of May 7, 1899.
[12]
The Filipinos gathered at the plaza of the St. Augustine church after the Holy Mass, and
thereafter the officials were selected based on the qualifications for voters set by the Americans.
[13]
The first town Gobernadorcillo (1789 title) of Baliuag was Capitan Jose de Guzman.
[14]
He was assisted by the Tribunal's teniente mayor (chief lieutenant), juez de ganadas (judge of
the cattle), juez de sementeras (judge of the field) and juez de policia (judge of the police). In
the History of the Philippines (15211898), the 1893 Maura Law, the title of Gobernadorcillo
became "capitan municipal" and that of each juez to teniente. From Baliuag's independence from
Quingua, now Plaridel, Bulacan to 1898, 49 served as capitan, 13 alcalde and 92 as
Gobernadorcillo. Felix de Lara (1782) and Agustin de Castro (1789) were the 1st alcalde and
Gobernadorcillo, respectively. Municipal President Fernando Enrile, in 1908 honored some of
these officials, even naming some of Baliuag calles in their honor, later. But all these political
officials remained under the thumbs and the habito, of the autocratic Augustinian friars, the
Baliuag Kura Parokos.
Principalias or town castles, in the Hispanization of Baliuag, became the home of the rich
and famous, who sported the titles of Don or Capitan (shrewd, hard-bargaining businessman, the
highly successful professionals and even the parvenus, nouveaux riche).
The local government of Baliuag used as first Municipio under the American regime
(History of the Philippines (18981946)) the Mariano Yoyongko (Gobernadorcillo in 1885)
Principalia in Poblacion (now a part of the market site), which it bought from Yoyongko.[15]
September 15, 1915, Baliuag municipality bought the heritage mansion and lot of
Dr. Joaquin Gonzalez. The Gonzalez old mansion served as Lumang Munisipyo (the Old
Municipio or Town Hall Building, as seat of the local government) for 65 years. It is now
the Baliuag Museum and Library .
Baliuag produced not less than 30 priests, including 3 during the Spanish-Dominican, and
2 Jesuits during the American regimes.
45
George Allan Tengco and Amy R. Tengco (wife of Lito S. Tengco), philanthropists,
owners of Baliwag Transit and other chains of business establishments had been conferred
the Papal Orders of Chivalry October 3, 2000 Pro Ecclesia et Pontifice and the 2012 Dame of
the Order of St. Gregory the Great awards.
Demography
Economy
Ultra Mega Supermarket

Major Industries
Garments
46
Pyrotechnics
Food/Food Processing
Furniture
Swine
Chicken Production
Major Products
Bakeries
Native Delicacies
Municipal Government
Municipal Hall of Baliuag

The political government's seat (executive, legislative and judicial) is located at the
Baliuag Town Hall's Mayor's Office and Sangguniang Bayan Session Hall. The elected
municipal officials are: Hon. Carolina L. Dellosa (Municipal Mayor), Hon. Christopher F.
Clemente (Municipal Vice-Mayor); the Councilors: Hon. Madette Quimpo, Hon. Andronicus
Cruz, Hon. Generoso S. Ligon, Hon. Lee Edward Nicolas, Hon. Joel Pascual, Hon. Emmanuel
Balicanta, Hon. Wilfredo Lapira and Hon. Dionisio Agtarap[17]
47
The judicial department is vested in the Municipal Trial Court (MTC Judge Salvador
Santos), located at 2nd floor of the Town Hall.
Education
Baliuag University (B.U) - founded in 1925 and is the first school granted full autonomy
in Region 3 by the Commission on Higher Education (CHED).
It offers graduate programs in education, business, library science and nursing. Its
undergraduate programs in business administration and accountancy, liberal arts and education
are Level 3 accredited. Other offerings which are equally highly accredited by the PACU COA
are engineering, nursing, library science, computer studies and hospitality management. It also
offers 2-year Voc-Tech, Associate in Health Science as well as kinder, grade school and high
school programs, LET review classes, call center training and college evening programs.
It is also one of the four IMCI (Integrated Management of Childhood Illness) training school in
the Philippines, together with University of the Philippines, University of Sto.Tomas, and St.Paul
College Ilo-ilo.
St. Mary's College of Baliuag - (St. Marys College, St. Marys, SMA, SMCB) is a
Catholic school for both boys and girls. It is administered by the Religious of the Virgin Mary,
the first pontifically approved congregation for women in the Philippines. It was formerly called
Escuela Catolica de Baliuag, and was founded in 1912. It is located along Benigno Aquino
Avenue and Racelis Street, Poblacion, Baliuag, Bulacan. It provides Preparatory, Primary,
Secondary, and Tertiary education.
Transportation
Baliuag is also a transportation hub. Public transportation to Pampanga to the west,
and Nueva Ecija to the north, is easily accessible. The Head Office of Baliwag Transit, one of the
largest bus company in the Philippines is located in Baliuag, along Cagayan Valley Road, Brgy.
Sabang.
48
There are three (3) major transport lines in the municipality: The Baliuag-Candaba
(Benigno S. Aquino Avenue) road going to Pampanga (from the Downtown Baliuag to Candaba
Town Proper), the Old Cagayan Valley road (Calle Rizal) and the Dona Remedios Trinidad
Highway (Daang Maharlika) going to Manila and Nueva Ecija. The town is 52 kilometers north
of Manila. Which takes usually one (1) hour in term of travel time.
Parish Church
Faade of the St. Augustine Parish Church of Baliuag.

Baliuag at present has five parishes and one quasi-parish:
St. Augustine Parish Church of Baliuag, Poblacion, Baliuag, Bulacan
Nuestra Seora De las Flores Parish - Virgen delas Flores, Baliuag, Bulacan
Our Lady of Most Holy Rosary - Makinabang, Baliuag, Bulacan
Sagrada Familia - Tangos, Baliuag, Bulacan
Our Lady of Mt. Carmel - Rio Vista Subdivision, Sabang, Baliuag, Bulacan
Immaculate Conception - Concepcion, Baliuag, Bulacan - (Quasi-Parish)
Attractions
49
Clock tower
Baliuag is also the home of the only self-supporting clock tower in Bulacan.
is the place where the first elections in the Far East were held (1899).
Baliuag is famous for its Semana Santa (Holy Week) processions. As of 2012, Boasting
95 carros or carrozas (floats) with life-size Santos (statues) showcasing events from the life and
passion of Christ.
Another famous in Baliuag is its Buntal Hat Festival that is simultaneously celebrated
with Mother's Day annually. Colorful and grandiose decorations and street dancing are the
highlights of this celebration.
In the 2013 Good Friday processions in Baliuag, 96 floats participated amid its claim as
the longest procession in the Philippines.
On December 12, 2008, SM City Baliwag opened. It is situated at DRT Highway (beside
Prominenza), Brgy. Pagala.
On July 30, 2010, Wilcon Depot located at DRT Highway opened its first store in
Bulacan.
In 2014, Baliuag's Lenten Procession already have 104 floats participated, breaking its
own record last year which only have 96 floats. Still, holding the title as the longest procession in
the Philippines.
Unknown to many, Bustos, the neighboring town of Baliuag was once a part of Baliuag.
50
4. GUIGUINTO BULACAN
Guiguinto is a first class urban municipality in the province of Bulacan, Philippines.

According to the 2010 census, it has a population of 90,507 people.
Guiguinto is one of the fast-growing municipalities. From a predominating agricultural
economy, it gradually urbanized and developed, now part of the Metro Manila conurbation.
It is the birthplace of composer Constancio De Guzman, known for writing songs like
"Maalaala Mo Kaya". It also houses the Immaculate Conception Seminary, a Diocesan Seminary
of the Diocese of Malolos located in barangay Tabe. The appellation Guiguinto literally
translates to Gold for the early conquistadores came and saw this town on a harvest season
when it lushes in golden rice stalks against the sun.
51
Area: 27.5 km2

Elevation: 97 m
Population: 90,507
Barangays
Guiguinto is politically subdivided into 14 barangays:[2]
Cutcut (Mango Capital of Guiguinto)
Daungan (Rice Granary of Guiguinto)
Ilang-Ilang (Smallest Barangay in Guiguinto)
Malis (Biggest Barangay in Guiguinto)
Panginay (Home of Poetry of Guiguinto)
Poblacion (Capital of Guiguinto)
Pritil (Livestock Capital of Guiguinto especially Pigs/Swines)

52
Pulong Gubat (Forestry Capital of Guiguinto)
Santa Cruz (Garden Capital of Guiguinto 1)
Santa Rita (Commercial Capital of Guiguinto)
Tabang (Garden Capital of Guiguinto 2)
Tabe (Machine Capital of Guiguinto)
Tiaong (Real State Capital of Guiguinto)
Tuktukan (Industrial Capital of Guiguinto)
History
Guiguinto began as a barrio of Bulakan, the former provincial capital of Bulacan. It is
said that Spaniards set up an army post in the barrio to serve as a resting place for forces going to
Northern Luzon. In those days, travel throughout Guiguinto was difficult and slow down to cross
single file over a narrow bamboo bridge. Their Filipino guides would cry out, "Hinto" (stop). The
Spaniards thought this was the name "Hihinto". The Spaniards substituted "Gui" (with hard "g")
for the Tagalog "Hi". The place has since been called Guiguinto. On the other hand, old timers
say that on moonlight nights, a golden bull emerges from the church and goes down to the
nearby river to quench his thirst. It then returns to the church, ascends at the altar and disappears.
The elders' aid that there are buried jars of gold in town, as indicated by the bull, and that is why
the town was called Guiguinto. It became anencomienda in the 1590s, and a pueblo in 1641.
In 1800, a Spanish priest erected a small chapel in what is now barrio Sta. Rita. In 1873,
roads were constructed in barrio Malis. The people barrios of Pritil, Tabe, and Kutkut even those
days were mostly farmers. During Holy Week, villagers of barrio Tuktukan held contest for the
hardest egg shells (chicken, duck or goose by knocking eggs together (Tuktukan)). The women
tried to help each other in singing the "Panica".
Just before the outbreak of the revolution of 1896, the town people of Guiguinto were
ordered to sleep in the town at night and to work in their fields only in the day. This was said to
53
have been suggested by the town priest to the authorities because of rumors that many of the
town people were joining the secret revolutionary society, the Katipunan. Guiguinto eventually
contributed many soldiers to the 1890 revolution.
Guiguinto became a municipality in 1915, with Antonio Figueroa as its first "municipal
president". The town's population was then about 4,000. The 1960 census placed Guiguinto's
population at 10,629. Guiguinto is bounded on the east by the town of Balagtas, on the west by
Malolos, on the north by Plaridel, and on the south by Bulacan.
Demography
Lanscaping Business
54
1/4 of its 2,512 hectares was converted into nurseries giving livelihood to 500 families of
gardeners and landscapers. Mayor Isagani Pascual announced that the landscaping business in
Guiguinto is now a P 50 million industry. Jojo Sebastian, chair of the Guiguinto Garden City
Cooperative stated that their garden stores sell P 100,000 to P 300,000 plants and contracts for
garden and landscapes designs a month.[4]
Halamanan Festival
Established in the year 1999 by Mayor Ambrosio Cruz, Jr., the Halamanan Festival has
since ecome the brand of the Municipality of Guiguinto. It was conducted in gratitude and
recognition Guiguinto's dear patron, St. Ildefonso, who held every 23 January. It is considered
that grand Street Dancing Festival, the participation of dancers from the school and village of
Guiguinto and be in different towns of Bulacan. They adorned the garments as flowers and more.
Besides the celebration for the feast of San Ildefonso was also a means to further pitting and
display capabilities and galling of Guiguintenyo in various fields of horticulture as landscaping,
PROPAGATION seedling, plant growing, flower cutting, arranging and interior decorating.
Town of the Champion

Since 2008 Guiguinto has been known as the "Town of the Champion". It is primarily
because the town is the home of Alvin Clemente, the bodybuilder from Barangay Tiaong who
emerged as the champion in the 2007 World Super Bodies contest. Clemente is being managed
by former GNK (Gym Ni Konsehal) middleweight champion John Paul Limpo, a former resident
of Barangay Ilang-Ilang, Guiguinto.
Points of Interest
San Ildefonso Parish Church
Guiguinto Gardens in Sta. Cruz and Tabang
55
Garden City in Sta. Cruz
C.M. Farm in Cut-Cut
Golden Shower in Tabe
Alcor Center in Tiaong
Hidden Mountain Rocks in Tiaong
Luntiang Paraiso in Tabang
Guiguinto Old Train Station
Camp Hotel and Resort in Pritil
Halamanan Festival
56
5. OBANDO BULACAN
Obando is
second
class
partially
urban municipality in
the province of Bulacan, Philippines.[4] It is 16 kilometres (10 mi) away from the Philippine
capital Manila. According to the 2010 census, it has a population, of 58,009 inhabitants.
The town is part of Manila's conurbation which reaches San Ildefonso in its northernmost
part.
Area: 52.10 km2

Elevation: 117 m
57
Population: 58,009
Geography
Obando is landlocked, bordered by two cities from Metro Manila namely Valenzuela
City in the east, Navotas and Malabon City in the south, Bulakan in the north, and the waters
of Manila Bay in the west.
Flat and low-lying coastal plains characterize the general topography of Obando. The
area was formerly an estuary, but it filled up partially from the peripheral parts of each sand bar
and sand spit and formed up into current figure that mainly consisted of commercial district,
partly industrial district, residential area and fishpond. Within the municipality are two rivers and
three creeks namely Meycauayan River, in the north, Pinagkabalian River, in the south and Paco
Creek, Hulo Creek and Pag-asa Creek traversing the town parallel to the provincial road.
Obando, just like the other towns of Bulacan, has two pronounced seasons: dry and wet
season. The wet season is from May to October and the dry season is from November to April.
The rainfall of the wet season accounts for about 80% of the annual rainfall, which is due to west
monsoons and typhoons.
Barangays
Obando has a land area of 52.1 km. It has an urban area which comprise 2 barangays, the
other 9 barangays of rural area of the abovecited area, 82.50% are fishponds. Obando is
politically subdivided into 11 barangays (8 urban, 3 rural). Barangays Binuangan and Salambao
are located along the Paliwas River, and can only be reached by means of motorized boats.
58
Panghulo
Catanghalan
Pag-asa (formerly Poblacion)
Paliwas
San Pascual (formerly Quebadia)
Hulo
Lawa
Paco
Tawiran
Binuangan
Salambao
History
In the 18th century, the municipalities now known as Meycauayan, Valenzuela (formerly
Polo) and Obando comprised only one town, the Municipality of Meycauayan. The town of Polo
and Obando, formed a barrio called Catangalan. In the year 1623, the municipality of Polo was
organized which included the present-day territories of the Town of Obando. By virtue of
a decreepromulgated
during
the
time
of Governor
and
Captain
General of
the
Archipelago, Francisco Jose de Obando y Solis, the town was created and separated from its
mother town Polo on May 14, 1753. In the Governor's untimely death at the hands of the British
during the Seven Years' War, the creation and establishment of the town was made and attended
by the Alcalde Mayor of the province, Don Francisco Morales y Mozabe, the Provincial
Minister, S. Gregorio, Rev. Fr. Alejandro Ferrer, together with numerous religious devotees. The
minister who was chosen to administer the town was Rev. Fr. Manuel De Olivendia.
59
In 1907, Obando was made an independent town of Bulacan. Then through the untiring
efforts of the municipal officials, a portion of Gasak, Navotas was reclaimed to form a part of
Obando. The municipal officials, believing that this portion was once a part of the municipality
but was adopted by Navotas in the course of time, effortlessly pushed through its claim to regain
the area. The concerted action of all those concerned paid off when on January 30, 1975, by
virtue of a Presidential Decree No. 646, a portion of approximately 1.78 square kilometers of
Gasak, Navotas was returned to Obando. This is mostly fishpond and sandy beach and believed
that when fully developed, this will serve as a good tourist attraction. By resolution of 1975
Municipal Council, the area was made into a barangay and named it Nuestra Seora de
Salambao in honor of one of its patron saints.
Demography
In 2002, Obando had an estimated population of 58,245 wherein 49% are male and 51%
are female. Of the current population, about 14% live in rural barangays while the rest constitute
the urban population. There are 12,349 households. The average monthly income of a household
is P9,000.00, slightly below the P9,540.00 minimum for a family of 6 threshold set by
Department of Social Welfare and Development.
60
Problems
Heavy flooding during rainy seasons
River pollution caused by the Tanza, Navotas dumpsite. In 2002, under the leadership of
Mayor Nesty Joaquin, the Sangguniang Bayan of Obando, Bulacan passed a controversial
resolution allowing all the Phileco (Philippine Ecology Systems Corp.) barges that contains
tons of Metro Manila's garbage to pass the river of Obando and dumped it in a river-turned
"controlled" dumpsite facility in Tanza, Navotas which is only 1 km away from Obando.
Mass actions followed but local officials failed to stop the dumping up to this date. Studies
showed that the operation of the dump was polluting the river and had caused several
diseases among residents, mostly old folks, women and children.
Obando Landfill - Environment Secretary Ramon J.P. Paje has been asked to revoke the
environmental compliance certificate that his department issued to a landfill project for
aggravating the situation in Obando town of Bulacan. Coalition president Roy Alvarez
warned Paje the flooding in Obando is proof that the fishing town is a flood-prone area and
the construction of a sanitary landfill is a blunder. The threat of extreme weather disturbances
due to climate change and constructing a landfill in a flood disaster hotspot like Obando,
Alvarez said. Citizens groups, religious associations, an environmental health coalition and
a fisherfolk alliance, had asked Paje to stop the construction of the 44-hectare landfill in
Barangay Salambao in Obando. They cited the proximity of the waste disposal facility to
Obando River and Manila Bay. The protesters said that the Obando landfill project is illegal
and violative of the Ecological Solid Waste Management Act. They expressed belief the
landfill will prejudice the health of Obando River and its people, worsen the decades-old
flooding problem in the town, contribute to the deterioration of Manila Bay and destroy the
livelihood of tens of thousands of people. The said project was approved without public
hearing and backed up by its former mayor Orencio E. Gabriel, councilors Aries Manalaysay,
Dhey Alejo, Virgilio Cruz, Arvin dela Cruz, Edmon Papa, Jocelyn Gutierrez-Garcia, Bulacan
governor Willy Alvarado. Businessman Antonio L. Cabangon-Chua of Ecoshield
Development Corporation is the owner of the said sanitary landfill. Mr. Chua is the president
of ALC Group of Companies (9TV-CNN Philippines, Philippine Graphic Weekly, Business
Mirror, Aliw Broadcasting Corporation, City Tower Hotel, Fortune Life Insurance Co.,
Eternal Plans, Inc., Citystate Condominiums, Ecoshield Development Corporation).
61
Jueteng - rampant and widespread proliferation of Jueteng (an illegal numbers game)
being allegedly tolerated by local officials and authorities.
2. Profile of the Project
TRANSPORTATION SYSTEM
Transportation in the Philippines is relatively underdeveloped, partly due to the

country's mountainous areas and scattered islands, and partly as a result of the government's
persistent underinvestment in the nation's infrastructure. In recent years, however, the Philippine
government has been pushing to improve the transportation system in the country through
various projects. Jeepneys are the most popular mode of public transportation in the Philippines,
they have also become a ubiquitous symbol of the Philippine culture.[2] Another popular mode of
public transportation in the country is the motorized tricycle; they are especially common in rural
62
areas.[3]Trains are also becoming a popular mode of public transportation in the country
especially in the bustling metropolis of Manila. ThePhilippines has three main railway networks:
the Manila Light Rail Transit System composed of the LRT-1 and LRT-2 and Manila Metro Rail
Transit System composed of the MRT-3 which only serves Metro Manila and the Philippine
National Railways which also serves the metropolis and some parts of Luzon. Taxis and buses
are also important modes of public transport in urban areas.
The Philippines has 12 international airports, and has more than 20 major and minor
domestic airports serving the country.[4] The Ninoy Aquino International Airport is the
main international gateway to the Philippines.
Roads
The Philippines has 199,950 kilometers (124,240 mi) of roads, of which 39,590
kilometers (24,600 mi) are paved. As of 2004, the total length of the non-toll road network was
reported to be 202,860 km, with the following breakdown according to type:
National roads - 15%
Provincial roads - 13%
City and municipal roads - 12%
Barangay roads - 60%

In 1940, there were 22,970 kilometres (14,270 mi) of road in the entire country, half of
which was in central and southern Luzon.[5] The roads served 50,000 vehicles.[5]
Road classification is based primarily on administrative responsibilities (with the
exception of barangays), i.e., which level of government built and funded the roads. Most of the
barangay roads are unpaved village-access roads built in the past by the Department of Public
Works and Highways (DPWH), but responsibility for maintaining these roads have now been
devolved to the Local Government Units (LGUs). Farm-to-market roads fall under this category,
and a few are financed by the Department of Agrarian Reform and theDepartment of Agriculture.
However, despite having a large road network built over the country, large parts of the road
network continue to be in poor condition and only 20 percent of the total road network is paved.
63
Highways
EDSA
Highways in the Philippines include roads that can be classified into six divisions:
the Maharlika Highway, Controlled-access highways, the Regional Highways, the Provincial
Highways, the Manila Arterial Road System, Pan-Philippine Highway and the secondary city and
municipal avenues and roads.
The Pan-Philippine Highway is a 3,517 km (2,185 mi) network of roads, bridges, and
ferry services that connect the islands of Luzon,Samar, Leyte, and Mindanao, serving as the
Philippines' principal transport backbone. The northern terminus of the highway is at Laoag City,
and the southern terminus is at Zamboanga City.
The Epifanio de los Santos Avenue (EDSA) is one of the most known highways of
the Philippines, the highway serves the National Capital Region of the Philippines, it also serves
as an important highway in the metropolis. The avenue passes through 6 of the 17 settlements in
the
region,
namely,
the
cities
of Caloocan, Quezon
City, Mandaluyong, San
Juan, Makati and Pasay. EDSA is the longest highway in the metropolis and handles an average
of 2.34 million vehicles.[7] Commonwealth Avenue is also an important highway in the
metropolis, it serves the Quezon City area and has a length of 12.4 km (7.7 mi).
Expressways
64
North Luzon Expressway (NLEX)
Subic-Clark-Tarlac Expressway(SCTEX)
The Philippines has numerous expressways and most of them are located in the main
island of the country, Luzon. The first expressway systems in the country are the North Luzon
Expressway formerly known as North Diversion Road and the South Luzon Expressway,
formerly known as South Super Highway. Both were built in the 1970s, during the presidency
of Ferdinand Marcos.
The North Luzon Expressway (NLEX) is a 4 to 8-lane limited-access toll expressway that
connects Metro Manila to the provinces of the Central Luzon region. The expressway begins
in Quezon City at a cloverleaf interchange with EDSA. It then passes through various cities and
municipalities in the provinces of Bulacan and Pampanga. The expressway currently ends at
Mabalacat and merges with the MacArthur Highway, which continues northward into the rest of
Central and Northern Luzon.
The South Luzon Expressway (SLEX) is another important expressway in the country, it
serves the southern part of Luzon. The expressway is a network of two expressways that
connects Metro Manila to the provinces of the CALABARZON region in the southern part
of Luzon.
It
starts
at
the Paco
District of Manila then
through Manila, Makati, Pasay, Paraaque, Taguig and Muntinlupa in Metro
passes
Manila; San
Pedro, Bian City, Carmona in Cavite, the transverses again to Bian City, Santa Rosa
65
City, Cabuyao City and Calamba City in the province of Laguna and ends in Santo Tomas,
Batangas.
The Subic-Clark-Tarlac Expressway is another expressway that serves the region of
Central Luzon, the expressway is linked to the North Luzon Expressway through the Mabalacat
Interchange. Its southern terminus is at the Subic Bay Freeport Zone in Zambales, it passes
through the Clark Freeport Zone and its northern terminus is at Brgy. Amucao in Tarlac
City, Tarlac. Construction on the expressway began in April 2005, and opened to the public three
years later.[8]
The Strong Republic Nautical Highway links many of the islands' road networks through
a series of roll-on/roll-off ferries, some rather small covering short distances and some larger
vessels that might travel several hours or more.
The Philippine government and other private sectors are building more plans and
proposals to build new expressways through publicprivate partnership.[9]
Railways
Manila Light Rail Transit System(LRT-1 and LRT-2)
Manila Metro Rail Transit System(MRT-3)
66
Philippine National Railways (PNR)

Rail transportation in the Philippines includes services provided by the three railway
networks: the Manila Light Rail Transit System (LRT-1 and LRT-2), the Manila Metro Rail
Transit System (MRT-3), and the Philippine National Railways (PNR), all of these train services
only serve the Metro Manila area and some parts of Luzon. Panay Railways is an existing
company that used to run rail lines on Panay (until 1989) andCebu (until World War II).
The Philippine National Railways is a state-owned railway system of the Philippines, it
was established during the Spanish Colonial period. PNR aims to link key cities within the
Philippines efficiently and to serve as an instrument in national socio-economic development.
[10]
It also aims to improve the rail transportation of the country. The PNR currently operates in
the Manila metropolitan area and the provinces ofLaguna, Quezon, Camarines Sur and Albay.
Before
PNR
used
to
serve
the
provinces
of Bulacan, Pampanga, Tarlac, Nueva
Ecija,Pangasinan and La Union in the north and Batangas on the South. The PNR used to run the
only inter-city train between Metro Manila and Bicol but that is currently suspended.
The Manila Light Rail Transit System or the LRTA system, is a rapid transit system
serving the Metro Manila area, it is the first metro system in Southeast Asia.[11] The system
served a total 928,000 passengers each day in 2012. [12][13] Its 31 stations along over 31 kilometers
(19 mi) of mostly elevated track form two lines: the original LRT Line 1 (LRT-1), and the more
modern
LRT
Line
(LRT-2)
which
passes
through
the
cities
of Caloocan, Manila, Marikina, Pasay, San Juan and Quezon City.

Apart from the LRTA system, the Manila Metro Rail Transit System or the MRTC system
also serves Metro Manila. The system is located along the Epifanio de los Santos
Avenue (EDSA), one of Metro Manila's main thoroughfares. It has 13 stations along its 16.95 km
track form a single line which is the MRT Line 3 (MRT-3) which passes through the cities
of Makati, Mandaluyong, Pasay and Quezon City. Some of the stations of the system have been
retrofitted with escalators and elevators for easier access, and ridership has increased. By 2004
MRT-3 had the highest ridership of the three lines, with 400,000 passengers daily.[14]
67
The University of the Philippines Diliman Automated Guideway Transit System is an

automated guideway transit (AGT) system within the campus of the University of the Philippines
Diliman in Quezon City. It is the first of its kind to be built in the Philippines.
Water Transportation
A pump boat at sunset off ofGuimaras.

Waterways
3,219 km; limited to shallow-draft (less than 1.5 m) vessels.
River ferries
The Pasig River Ferry Service is a river ferry service that serves Metro Manila, it is also
the only water-based transportation that cruised the Pasig River. The entire ferry network had 17
stations operational and 2 lines. The first line was the Pasig River Line which stretched
from Plaza Mexico in Intramuros, Manila to Nagpayong station in Pasig City. The second line
was the Marikina River Line which served the Guadalupe station in Makati City up to Santa
Elena station in Marikina City.
Ferry services
2GO Travel inter-island ferry, Port of Iloilo, Iloilo Strait, Iloilo City
68
2GO Travel catamaran ferry toBacolod on Iloilo River in Iloilo City

Because it is an island nation, ferry services are an important means of transportation. A
range of ships are used, from large cargo ships to small pump boats. Some trips last for a day or
two on large overnight ferris such as those operated by 2GO Travel while other trips can last for
less than 15 minutes on small, open-air pump boats such as those that cross the Iloilo Strait.
There are numerous shipping companies in the Philippines. Notable companies
include 2GO Travel (the successor to Superferry andNegros Navigation) and Trans-Asia
Shipping Lines.
Ports and harbors

The busiest port is the Port of Manila, especially the Manila International Cargo Terminal
and the Eva Macapagal Port Terminal, both in the pier area of Manila. Other cities with bustling
ports and piers include Bacolod City, Batangas City, Cagayan de Oro, Cebu City, Davao
City, Butuan, Iligan, Iloilo
City, Jolo, Legazpi
Fernando, Subic, Zamboanga
City, Lucena
City, Cotabato
City, Allen, Ormoc, Ozamiz, Surigao and Tagbilaran.
City, Puerto
Princesa, San
City,General
Most
of
these
terminals
Santos
comprise
the Strong Republic Nautical Highway, a nautical system conceptualized under the term of
President Gloria Macapagal Arroyo where land vehicles can use the roll-on/roll-off (ro-ro) ferries
to cross between the different islands.
Air Transportation
Airports
69
Terminal 3 of the Ninoy Aquino International Airport
Manila, Iloilo, Cebu, Davao, Clark, Subic, and Laoag are the international gateways to
the country, with the Ninoy Aquino International Airport (NAIA) in Manila as the main and
premier gateway of the country.[16]
The Ninoy Aquino International Airport serves as the premier gateway of the Philippines,
it serves the Metro Manila area and its surrounding regions. It is located in the boundary
of Paraaque and Pasay in the National Capital Region. In 2012, NAIA became the 34th busiest
airport in the world, passenger volume increased to about eight percent to a total of 32.1 million
passengers, making it one of the busiest airports in Asia.[17] The Clark International Airport is
also a major gateway to the country, it will be the future international gateway for the
metropolitan area and it is planned to replace the Ninoy Aquino International Airport.[18] The
airport mostly serves low-cost carriers that avail themselves of the lower landing fees than those
charged at NAIA. Other important airports in the Philippines is the Mactan-Cebu International
Airport in Cebu; the Iloilo International Airport in Iloilo; the Francisco Bangoy International
Airport in Davao; and theZamboanga International Airport in Zamboanga City.
Airlines
Cebu Pacific, the leading low-cost airline in the country
70
The Philippine Airlines (PAL) is the national flag carrier of the Philippines, it is the first
commercial airline in Asia.[19] The Philippine Airlinesremains as the countrys biggest airline
company, it has the largest number of international flights to the Philippines as well as domestic
flights. The Philippine Airlines links Manila to 14 cities in 8 countries, and flies regularly to 41
domestic destinations outside Manila. The Philippine Airlines also serves twenty destinations in
the Philippines and 32 destinations which are all located in Southeast Asia, South Asia, East
Asia, Oceania and North America.[20]
The Cebu Pacific Air is the low fare leader in the country, it is the country's leading
domestic airline. It links Manila to 21 different domestic destinations in Philippines and to 12
international destinations with its direct flights. After offering low fares to domestic destinations,
Cebu Pacific launched its international operations on November 2001 and now flies
to Bangkok, Busan, Guangzhou, Ho Chi Minh City, Hong Kong, Jakarta, Kota Kinabalu, Kuala
Lumpur, Macau, Osaka, Seoul, Shanghai, Singapore and Taipei.[21] The airline currently operates
hubs in Manila, Cebu and Davao.[22]
Other low-cost airlines in the country includes AirAsia Zest, PAL Express, and Tigerair
Philippines, these airlines have routes to several tourist destinations in the country at low prices.
CHAPTER 2
COMPUTATIONS
I. Trip Generation
Trip generation is the first step in the conventional four-step transportation
forecasting process (followed by trip distribution, mode choice, and route assignment), widely
71
used for forecasting travel demands. It predicts the number of trips originating in or destined for
a particular traffic analysis zone.
Typically, trip generation analysis focuses on residences, and residential trip generation is
thought of as a function of the social and economic attributes of households. At the level of the
traffic analysis zone, residential land uses "produce" or generate trips. Traffic analysis zones are
also destinations of trips, trip attractors. The analysis of attractors focuses on nonresidential land
uses.
A forecasting activity, such as one based on the concept of economic base analysis,
provides aggregate measures of population and activity growth. Land use forecastingdistributes
forecast changes in activities in a disaggregate-spatial manner among zones. The next step in the
transportation planning process addresses the question of the frequency of origins and
destinations of trips in each zone: for short, trip generation.
The first zonal trip generation (and its inverse, attraction) analysis in the Chicago Area
Transportation Study (CATS) followed the decay of activity intensity with distance from
thecentral business district (CBD) thinking current at the time. Data from extensive surveys
were arrayed and interpreted on a-distance-from-CBD scale. For example, a commercial land use
in ring 0 (the CBD and vicinity) was found to generate 728 vehicle trips per day in 1956. That
same land use in ring 5 (about 17 km (11 mi) from the CBD) generated about 150 trips per day.
The case of trip destinations will illustrate use of the concept of activity decline with
intensity (as measured by distance from CBD) worked. Destination data are arrayed:
Table: Trip Destinations per unit (Acre) of Land

Ring
Manufacturing
Commercial
Open Space
X1m
X1c
etc.
x7m
x7c
etc.
etc.
The land use analysis provides information on how land uses will change from an initial
year (say t = 0) to some forecast year (say t = 20). Suppose we are examining a zone. We take the
72
mix of land uses projected, say, for year t = 20 and apply the trip destination rates for the ring in
which the zone is located. That is, there will this many acres of commercial land use, that many
acres of public open space, etc., in the zone. The acres of each use type are multiplied by the ring
specific destination rates. The result is summed to yield the zones trip destinations. It is to be
noted that the CATS assumed that trip destination rates would not change over time.
Later Analysis
As was true for land use analysis, the approach developed at CATS was considerably
modified in later studies. The conventional four-step paradigm evolved as follows: Types of trips
are considered. Home-based (residential) trips are divided into work and other, with major
attention given to work trips. Movement associated with the home end of a trip is called trip
production, whether the trip is leaving or coming to the home. Non-home-based or nonresidential trips are those a home base is not involved. In this case, the term production is given
to the origin of a trip and the term attraction refers to the destination of the trip.
Residential trip generation analysis is often undertaken using statistical regression.
Person, transit, walking, and auto trips per unit of time are regressed on variables thought to be
explanatory, such as: household size, number of workers in the household, persons in an age
group, type of residence (single family, apartment, etc.), and so on. Usually, measures on five to
seven independent variables are available; additive causality is assumed.
Usually also, regressions are made at the aggregate/zone level. Variability among
households within a zone isnt measured when data are aggregated. High correlation coefficients
are found when regressions are run on aggregate data, say, about 0.90, but lower coefficients,
say, about 0.25, are found when regressions are made on observation units such as households. In
short, there is much variability that is hidden by aggregation.
Sometimes cross-classification techniques are applied to residential trip generation
problems. The CATS procedure described above is a cross-classification procedure.
Classification techniques are often used for non-residential trip generation. First, the type
of land use is a factor influencing travel, it is regarded as a causal factor. A list of land uses and
associated trip rates illustrated a simple version of the use of this technique:
Table: Trips per day

Land Use Type
Trips
Department Store
73
Grocery Store
etc.
Such a list can be improved by adding information. Large, medium, and small might be
defined for each activity and rates given by size. Number of employees might be used: for
example, <10, 10-20, etc. Also, floor space is used to refine estimates.
In other cases, regressions, usually of the form trip rate = f(number of employees, floor
area of establishment), are made for land use types.
Special treatment is often given major trip generators: large shopping centers, airports,
large manufacturing plants, and recreation facilities.
The theoretical work related to trip generation analysis is grouped under the rubric travel
demand theory, which treats trip generation-attraction, as well as mode choice, route selection,
and other topics.
ITE Trip Generation procedures

The Institute of Transportation Engineers's Trip Generation informational report provides
trip generation rates for numerous land use and building types. The planner can add local
adjustment factors and treat mixes of uses with ease. Ongoing work is adding to the stockpile of
numbers; over 4000 studies were aggregated for the current edition.
ITE Procedures estimate the number of trips entering or exiting a site at a given time
(sometimes the number entering and exiting combined is estimated). ITE Rates are functions of
type of development, and square footage, number of gas pumps, number of dwelling units, or
other standard measurable things, usually produced in site plans. They are typically of the form
OR
They do not consider location, competitors, complements, the cost of transportation, or

many other obviously likely important factors. They are often estimated based on very few
observations (a non-statistically significant sample). Many localities require their use to ensure
adequate public facilities for growth management and subdivision approval.
74
San Jose Del Monte Bulacan

Population = 454,533 persons
Housholds = 1,200 HH
Average Person / HH = 4
n = 12
75
Member
HH Size
Trips/day
12
17
REGRESSION METHOOD
y = bx + a
x = household
x
2
2
n x
nxyxy
X =x ,b=
n = number of household survey

n = 12
x = (3x3) + (3x2) + (3x3) + (3x4)
x = 30
y = 5 + 9 + 12 + 17
y = 43
xy = (1x1) + (1x2) + (1x2) + (2x2) + (2x3) + (2x4)+ (3x4)+ (3x3)+ (3x5)+ (4x6)+ (4x4)+ (4x7)
xy = 128
x2 = 3(1) 2 + 3(2) 2 + 3(3) 2 + 3(4) 2
76
x2 = 90
b=
12 ( 128 )30 (43)

12 ( 90 )302
b = 1.37
Y=
y
n
43
12
30
12
Y = 3.58
X=
x
n
X = 2.50
a = 3.58 1.30(2.50)
a = 0.33
y = 1.37x + 0.33
y = 1.37(4) + 0.33
y = 5.81 trips/day/HH
y = 5.81(1,200)
y = 6,972 trips/day/barangay
77
Norzagaray Bulacan
Housholds = 6,000 HH
n = 12
Member
HH Size
Trips/day
10
14
REGRESSION METHOOD
y = bx + a
x = household
x
2
n x 2
nxyxy
X =x ,b=
n = 12
x = (3x1) + (3x2) + (3x3) + (3x4)
78
x = 30
y = 7 + 9 + 10 + 14
y = 44
xy = (1x2)+ (1x3) +(1x2) + (2x2) + (2x3) +(2x4) +(3x4) + (3x3) + (3x3) +(4x5)+ (4x3) + (4x6)
xy = 111
x2 = 3(1) 2 + 3(2) 2 + 3(3) 2 + 3(4) 2
x2 = 90
b=
12 ( 128 )30 (43)

12 ( 90 )302
b = 1.37
Y=
y
n
40
12
30
12
Y = 3.33
X=
x
n
X = 2.50
a = 3.58 0.73(2.50)
a = 1.505
y = 0.73x + 1.505
y = 1.37(4) + 0.33
79
y = 4.425(600)
Baliuag Bulacan
Housholds = 700 HH
n = 12
Member
HH Size
Trips/day
10
14
21
REGRESSION METHOOD
y = bx + a
x = household
x
2
2
n x
nxyxy
X =x ,b=
80
n = 12
x = (3x1) + (3x2) + (3x3) + (3x4)
x = 30
y = 7 + 10 + 14 + 21
y = 52
xy = (1x3)+ (1x2) + (1x2)+ (2x3) + (2x3)+ (2x4) + (3x6)+ (3x3) + (3x5)+ (4x8) + (4x6)+ (4x7)
xy = 153
x2 = 3(1) 2 + 3(2) 2 + 3(3) 2 + 3(4) 2
x2 = 90
b=
12 ( 153 )30 (52)

12 ( 90 )30 2
b = 1.533
Y=
y
n
52
12
30
12
Y = 4.33
X=
x
n
X = 2.50
81
a = 4.33 1.533(2.50)
a = 0.4975
y = 1.533x + 0.4975
y = 1.533(4) + 0.4875
y = 6.6295(700)
Guiginto Bulacan
Housholds = 400 HH
n = 12
Member
HH Size
Trips/day
13
REGRESSION METHOOD
y = bx + a
82
x = household
x
2
n x 2
nxyxy
X =x ,b=
n = 12
x = (3x1) + (3x2) + (3x3) + (3x4)
x = 30
y = 6 + 6 + 9 +13
y = 34
xy = (1x2)+ (1x2) + (1x2)+ (2x1) + (2x3)+ (2x2) + (3x4)+ (3x2) + (3x3)+ (4x5) + (4x4)+ (4x4)
xy = 97
x2 = 3(1) 2 + 3(2) 2 + 3(3) 2 + 3(4) 2
x2 = 90
b=
12 ( 97 )30(34)
12 ( 90 )302
b = 0.8
83
Y=
y
n
34
12
30
12
Y = 2.833
X=
x
n
X = 2.50
a = 2.833 0.8(2.50)
a = 0.833
y = 0.8x + 0.833
y = 0.8(4) + 0.833
y = 4.033(400)
y = 1,613.2 trips/day/barangay
Obando Bulacan
Housholds = 350 HH
n = 12
Member
HH Size
Trips/day
1
2
2
1
84
3
4
4
5
12
REGRESSION METHOOD
y = bx + a
x = household
x
2
2
n x
nxyxy
X =x ,b=
n = 12
x = (3x1) + (3x2) + (3x3) + (3x4)
x = 30
y = 7 + 10 + 14 + 21
y = 33
xy = (1x3)+ (1x2) + (1x2)+ (2x3) + (2x3)+ (2x4) + (3x6)+ (3x3) + (3x5)+ (4x8) + (4x6)+ (4x7)
xy = 93
x2 = 3(1) 2 + 3(2) 2 + 3(3) 2 + 3(4) 2
85
x2 = 90
b=
12 ( 93 ) 30(33)
12 ( 90 ) 302
b = 0.7
Y=
y
n
33
12
30
12
Y = 2.75
X=
x
n
X = 2.50
a = 2.75 0.7(2.50)
a=1
y = 0.7x + 1
y = 0.7(4) + 1
y = 3.8(350)
86
II. Trip Distribution
Trip distribution (or destination choice or zonal interchange analysis), is the second
component (after trip generation, but before mode choice and route assignment) in the traditional
four-step transportation forecasting model. This step matches tripmakers origins and
destinations to develop a trip table, a matrix that displays the number of trips going from each
origin to each destination. Historically, this component has been the least developed component
of the transportation planning model.
Table: Illustrative trip table

Origin \ Destination
T11
T12
T13
T1Z
T21
T31
TZ1
TZZ
Where: T ij = trips from origin i to destination j. Note that the practical value of trips on
the diagonal, e.g. from zone 1 to zone 1, is zero since no intra-zonal trip occurs.
Work trip distribution is the way that travel demand models understand how people take
jobs. There are trip distribution models for other (non-work) activities, which follow the same
structure.
History
Over the years, modelers have used several different formulations of trip distribution. The
first was the Fratar or Growth model (which did not differentiate trips by purpose). This structure
extrapolated a base year trip table to the future based on growth, but took no account of changing
spatial accessibility due to increased supply or changes in travel patterns and congestion. (Simple
Growth factor model, Furness Model and Detroit model are models developed at the same time
period)
87
The next models developed were the gravity model and the intervening opportunities
model. The most widely used formulation is still the gravity model.
While studying traffic in Baltimore, Maryland, Alan Voorhees developed a mathematical
formula to predict traffic patterns based on land use. This formula has been instrumental in the
design of numerous transportation and public works projects around the world. He wrote "A
General Theory of Traffic Movement," (Voorhees, 1956) which applied the gravity model to trip
distribution, which translates trips generated in an area to a matrix that identifies the number of
trips from each origin to each destination, which can then be loaded onto the network.
Evaluation of several model forms in the 1960s concluded that "the gravity model and
intervening opportunity model proved of about equal reliability and utility in simulating the 1948
and 1955 trip distribution for Washington, D.C." (Heanue and Pyers 1966). The Fratar model
was shown to have weakness in areas experiencing land use changes. As comparisons between
the models showed that either could be calibrated equally well to match observed conditions,
because of computational ease, gravity models became more widely spread than intervening
opportunities models. Some theoretical problems with the intervening opportunities model were
discussed by Whitaker and West (1968) concerning its inability to account for all trips generated
in a zone which makes it more difficult to calibrate, although techniques for dealing with the
limitations have been developed by Ruiter (1967).
With the development of logit and other discrete choice techniques, new,
demographically disaggregate approaches to travel demand were attempted. By including
variables other than travel time in determining the probability of making a trip, it is expected to
have a better prediction of travel behavior. The logit model and gravity model have been shown
by Wilson (1967) to be of essentially the same form as used in statistical mechanics, the entropy
maximization model. The application of these models differs in concept in that the gravity model
uses impedance by travel time, perhaps stratified by socioeconomic variables, in determining the
probability of trip making, while a discrete choice approach brings those variables inside the
utility or impedance function. Discrete choice models require more information to estimate and
more computational time.
Ben-Akiva and Lerman (1985) have developed combination destination choice
and mode choice models using a logit formulation for work and non-work trips. Because of
computational intensity, these formulations tended to aggregate traffic zones into larger districts
or rings in estimation. In current application, some models, including for instance the
transportation planning model used in Portland, Oregon, use a logit formulation for destination
choice. Allen (1984) used utilities from a logit based mode choice model in determining
composite impedance for trip distribution. However, that approach, using mode choice log-sums
implies that destination choice depends on the same variables as mode choice. Levinson and
Kumar (1995) employ mode choice probabilities as a weighting factor and develop a specific
impedance function or f-curve for each mode for work and non-work trip purposes.
Mathematics
At this point in the transportation planning process, the information for zonal interchange
analysis is organized in an origin-destination table. On the left is listed trips produced in each
88
zone. Along the top are listed the zones, and for each zone we list its attraction. The table
is n x n, where n = the number of zones.
Each cell in our table is to contain the number of trips from zone i to zone j. We do not
have these within-cell numbers yet, although we have the row and column totals. With data
organized this way, our task is to fill in the cells for tables headed t = 1 through say t = n.
Actually, from home interview travel survey data and attraction analysis we have the cell
information for t = 1. The data are a sample, so we generalize the sample to the universe. The
techniques used for zonal interchange analysis explore the empirical rule that fits the t = 1 data.
That rule is then used to generate cell data for t = 2, t = 3, t = 4, etc., to t = n.
The first technique developed to model zonal interchange involves a model such as this:
Where:
: trips from i to j.
: trips from i, as per our generation analysis
: trips attracted to j, as per our generation analysis
: travel cost friction factor, say =
: Calibration parameter
Zone i generates T i trips; how many will go to zone j? That depends on the attractiveness
of j compared to the attractiveness of all places; attractiveness is tempered by the distance a zone
is from zone i. We compute the fraction comparing j to all places and multiply T ;i by it.
The rule is often of a gravity form:
where:
: populations of i and j
: parameters
But in the zonal interchange mode, we use numbers related to trip origins (T ;i) and trip
destinations (T ;j) rather than populations.
89
There are lots of model forms because we may use weights and special calibration
parameters, e.g., one could write say:
or
where:
a, b, c, d are parameters
: travel cost (e.g. distance, money, time)
: inbound trips, destinations
: outbound trips, origin
Gravity model
The gravity model illustrates the macroscopic relationships between places (say homes
and workplaces). It has long been posited that the interaction between two locations declines
with increasing (distance, time, and cost) between them, but is positively associated with the
amount of activity at each location (Isard, 1956). In analogy with physics, Reilly (1929)
formulated Reilly's law of retail gravitation, and J. Q. Stewart (1948) formulated definitions
of demographic gravitation, force, energy, and potential, now called accessibility (Hansen, 1959).
The distance decay factor of 1/distance has been updated to a more comprehensive function of
generalized cost, which is not necessarily linear - a negative exponential tends to be the preferred
form. In analogy with Newtons law of gravity, a gravity model is often used in transportation
planning. The gravity model has been corroborated many times as a basic underlying aggregate
relationship (Scott 1988, Cervero 1989, Levinson and Kumar 1995). The rate of decline of the
interaction (called alternatively, the impedance or friction factor, or the utility or propensity
function) has to be empirically measured, and varies by context. Limiting the usefulness of the
gravity model is its aggregate nature. Though policy also operates at an aggregate level, more
accurate analyses will retain the most detailed level of information as long as possible. While the
gravity model is very successful in explaining the choice of a large number of individuals, the
choice of any given individual varies greatly from the predicted value. As applied in an urban
travel demand context, the disutilities are primarily time, distance, and cost, although discrete
choice models with the application of more expansive utility expressions are sometimes used, as
is stratification by income or vehicle ownership.
90
Mathematically, the gravity model often takes the form:
Where
= Trips between origin i and destination j

= Trips originating at i
= Trips destined for j
= travel cost between i and j
= balancing factors solved iteratively. See Iterative proportional fitting.
= distance decay factor, as in the accessibility model
It is doubly constrained, in the sense that for any i the total number of trips from i predicted
by the model always (mechanically, for any parameter values) equals the real total number of
trips from i. Similarly, the total number of trips to j predicted by the model equals the real total
number of trips to j, for any j.
Entropy analysis
Wilson (1970) gives us another way to think about zonal interchange problem. This
section treats Wilsons methodology to give a grasp of central ideas.
To start, consider some trips where we have seven people in origin zones commuting to
seven jobs in destination zones. One configuration of such trips will be:
Table: Configuration of trips
zone
91
where 0! = 1.
That configuration can appear in 1,260 ways. We have calculated the number of ways that
configuration of trips might have occurred, and to explain the calculation, lets recall those coin
tossing experiments talked about so much in elementary statistics.
The number of ways a two-sided coin can come up is
, where n is the number of times
we toss the coin. If we toss the coin once, it can come up heads or tails,
twice, it can come up HH, HT, TH, or TT, 4 ways, and
. To ask the specific question
about, say, four coins coming up all heads, we calculate

tails would be
. If we toss it
.Two heads and two
. We are solving the equation:
important point is that as n gets larger, our distribution gets more and more peaked, and it is more
and more reasonable to think of a most likely state.
However, the notion of most likely state comes not from this thinking; it comes from
statistical mechanics, a field well known to Wilson and not so well known to transportation
planners. The result from statistical mechanics is that a descending series is most likely. Think
about the way the energy from lights in the classroom is affecting the air in the classroom. If the
effect resulted in an ascending series, many of the atoms and molecules would be affected a lot
and a few would be affected a little. The descending series would have a lot affected not at all or
not much and only a few affected very much. We could take a given level of energy and compute
excitation levels in ascending and descending series. Using the formula above, we would
compute the ways particular series could occur, and we would concluded that descending series
dominate.
That is more-or-less Boltzmann's Law,
That is, the particles at any particular excitation level j will be a negative exponential
function of the particles in the ground state, p 0, the excitation level, e j, and a parameter
which is a function of the (average) energy available to the particles in the system.
The two paragraphs above have to do with ensemble methods of calculation developed
by Gibbs, a topic well beyond the reach of these notes.
92
Returning to our O-D matrix, note that we have not used as much information as we
would have from an O and D survey and from our earlier work on trip generation. For the same
travel pattern in the O-D matrix used before, we would have row and column totals, i.e.:
Table: Illustrative O-D Matrix with row and column totals
zone
zone
Ti \Tj
Consider the way the four folks might travel, 4!/(2!1!1!) = 12; consider three folks, 3!/(0!
2!1!) = 3. All travel can be combined in 12*3 = 36 ways. The possible configuration of trips is,
thus, seen to be much constrained by the column and row totals.
We put this point together with the earlier work with our matrix and the notion of most
likely state to say that we want to
subject to
where:
and this is the problem that we have solved above.

Wilson adds another consideration; he constrains the system to the amount of energy
available (i.e., money), and we have the additional constraint,
where C is the quantity of resources available and
93
is the travel cost from i to j.
The discussion thus far contains the central ideas in Wilsons work, but we are not yet to
the place where the reader will recognize the model as it is formulated by Wilson.
First, writing the
where
function to be maximized using Lagrangian multipliers, we have:
are the Lagrange multipliers,
having an energy sense.
Second, it is convenient to maximize the natural log (ln) rather than w(Tij), for then we
may use Stirling's approximation.
so
Third, evaluating the maximum, we have
with solution
Finally, substituting this value of
back into our constraint equations, we have:
and, taking the constant multiples outside of the summation sign
Let
we have
94
which says that the most probable distribution of trips has a gravity model form,
proportional to trip origins and destinations. A i, B j, and
is
ensure constraints are met.
Turning now to computation, we have a large problem. First, we do not know the value
of C, which earlier on we said had to do with the money available, it was a cost constraint.
Consequently, we have to set
and
. We know what
means the greater the value of
distance traveled. (Compare

and
to different values and then find the best set of values for
, the less the cost of average
in Boltzmann's Law noted earlier.) Second, the values of
depend on each other. So for each value of
, we must use an iterative solution. There
are computer programs to do this.

Wilson's method has been applied to the Lowry model.
95
GRAVITY MODEL METHOD

FORMULA:
Tij future = Pi (
A j F ij
A j Fij )
P Production Origin
A Attraction Destination
Zone
Time(min)
Fij
82
52
50
41
39
26
20
13
96
GIVEN:
Zone
T11
T12
T13
T14
190
T21
T22
T23
T24
250
T31
T32
T33
T32
350
T41
T42
T43
T44
220
320
270
180
240
1010
SOLUTION:
(320 ) (82)
T11 = 190( ( 320 )( 82 ) + ( 270 ) ( 52 ) + ( 180 ) (50 )+ ( 240 ) (39)
T11 = 85
( 270 ) (52)
T12 = 190( ( 320 )( 82 ) + ( 270 ) ( 52 ) + ( 180 ) (50 )+ ( 240 ) (39)
T12 = 46
T13 = 190(
(180 ) (50)
( 320 )( 82 ) + ( 270 ) ( 52 ) + ( 180 ) (50 )+ ( 240 ) (39)
(240 ) (39)
( 320 )( 82 ) + ( 270 ) ( 52 ) + ( 180 ) (50 )+ ( 240 ) (39)
T13 = 29
T14 = 190(
T14 = 30
97
( 320 ) (26)
( 320 )( 26 )+ ( 270 )( 52 ) + ( 180 ) ( 20 ) + ( 240 ) (20)
( 270 ) (52)
T22 = 250( ( 320 )( 26 )+ ( 270 )( 52 ) + ( 180 ) ( 20 ) + ( 240 ) (20)
T21 = 250(
T21 = 68
T22 = 114
( 180 ) (20)
T23 = 250( ( 320 )( 26 )+ ( 270 )( 52 ) + ( 180 ) ( 20 ) + ( 240 ) (20)
T23 = 29
T24 = 250(
( 240 ) (20)
( 320 )( 26 )+ ( 270 )( 52 ) + ( 180 ) ( 20 ) + ( 240 ) (20)
( 320 ) ( 41)
( 320 )( 41 )+ (270 )( 41 )+ (180 )( 13 ) + ( 240 )(26)
( 270 ) ( 41)
( 320 )( 41 )+ (270 )( 41 )+ (180 )( 13 ) + ( 240 )(26)
T24 = 39
T31 = 350(
T31 = 140
T32 = 350(
T32 = 118
98
( 180 ) (41)
( 320 )( 41 )+ (270 )( 41 )+ (180 )( 13 ) + ( 240 )(26)
( 240 ) ( 41)
( 320 )( 41 )+ (270 )( 41 )+ (180 )( 13 ) + ( 240 )(26)
(320 ) (13)
( 320 )( 13 ) + ( 270 ) ( 39 ) + ( 180 ) ( 82 ) + ( 240 ) (52)
(270 ) (39)
( 320 )( 13 ) + ( 270 ) ( 39 ) + ( 180 ) ( 82 ) + ( 240 ) (52)
(180 ) (82)
T43 = 220( ( 320 )( 13 ) + ( 270 ) ( 39 ) + ( 180 ) ( 82 ) + ( 240 ) (52)
T33 = 350(
T33 = 25
T34 = 350(
T34 = 67
T41 = 220(
T41 = 22
T42 = 220(
T42 = 56
T43 = 78
240 (50)
T44 = 220( ( 320 )( 13 ) + ( 270 ) ( 39 ) + ( 180 ) ( 82 ) + ( 240 ) (52)
T44 = 64
Zone
85
46
29
30
190
68
114
29
39
250
140
118 99
25
67
350
22
56
78
64
220
315
334
161
200
1010
CORRECTION:
Aj =
A given
180
A3 = 2 = 201
320 2
A1 =
= 325
270
A2 = 2 = 218
240
A2 = 2 = 288
100
(325 ) (82)
( 325 )( 82 ) + ( 218 ) ( 52 ) + ( 201 )( 50 ) + ( 288 )( 39)
( 218 ) (52)
( 325 )( 82 ) + ( 218 ) ( 52 ) + ( 201 )( 50 ) + ( 288 )( 39)
( 201 )( 50)
( 325 )( 82 ) + ( 218 ) ( 52 ) + ( 201 )( 50 ) + ( 288 )( 39)
( 288 ) (39)
( 325 )( 82 ) + ( 218 ) ( 52 ) + ( 201 )( 50 ) + ( 288 )( 39)
(325 ) (26)
( 325 )( 26 )+ ( 218 )( 52 ) + ( 201 ) ( 20 )+ ( 288 ) (20)
( 218 ) (52)
T22 = 250( ( 325 )( 26 )+ ( 218 )( 52 ) + ( 201 ) ( 20 )+ ( 288 ) (20)
T11 = 190(
T11 = 85
T12 = 190(
T12 = 36
T13 = 190(
T13 = 32
T14 = 190(
T14 = 36
T21 = 250(
T21 = 71
T22 = 96
( 201 ) (20)
T23 = 250( ( 325 )( 26 )+ ( 218 )( 52 ) + ( 201 ) ( 20 )+ ( 288 ) (20)
T23 = 34
( 288 ) (20)
T24 = 250( ( 325 )( 26 )+ ( 218 )( 52 ) + ( 201 ) ( 20 )+ ( 288 ) (20)
T24 = 49
( 325 ) (41)
T31 = 350( ( 325 )( 41 )+ (218 )( 41 )+ ( 201 )( 13 ) + ( 288 ) (26)
T31 = 144
T32 = 350(
( 218 ) (41)
( 325 )( 41 )+ (218 )( 41 )+ ( 201 )( 13 ) + ( 288 ) (26)
( 201 ) (13)
( 325 )( 41 )+ (218 )( 41 )+ ( 201 )( 13 ) + ( 288 ) (26)
( 288 ) (26)
( 325 )( 41 )+ (218 )( 41 )+ ( 201 )( 13 ) + ( 288 ) (26)
(325 ) (13)
( 325 )( 13 ) + ( 218 ) ( 39 ) + ( 201 ) ( 82 )+ ( 288 ) (50)
T32 = 97
T33 = 350(
T33 = 28
T34 = 350(
T34 = 81
T41 = 350(
T41 = 21
T42 = 350(
( 218 ) (39)
( 325 )( 13 ) + ( 218 ) ( 39 ) + ( 201 ) ( 82 )+ ( 288 ) (50)
( 201 ) (82)
( 325 )( 13 ) + ( 218 ) ( 39 ) + ( 201 ) ( 82 )+ ( 288 ) (50)
( 288 ) (50)
( 325 )( 13 ) + ( 218 ) ( 39 ) + ( 201 ) ( 82 )+ ( 288 ) (50)
T42 = 43
T43 = 350(
T43 = 83
T44 = 350(
T44 = 73
TRIP MATRIX:
Zone
85
37
32
36
190
71
96
34
49
250
143
94
31
82
350
21
43
83
73
220
320
270
180
240
1010
III. Mode Choice

Mode choice analysis is the third step in the conventional four-step transportation
forecasting model. The steps, in order, are trip generation, trip distribution, mode choice analysis,
and route assignment. Trip distribution's zonal interchange analysis yields a set of origin
destination tables that tells where the trips will be made. Mode choice analysis allows the
modeler to determine what mode of transport will be used, and what modal share results.
The early transportation planning model developed by the Chicago Area Transportation
Study (CATS) focused on transit. It wanted to know how much travel would continue by transit.
The CATS divided transit trips into two classes: trips to the Central Business District, or CBD
(mainly by subway/elevated transit, express buses, and commuter trains) and other (mainly on
the local bus system). For the latter, increases in auto ownership and use were a trade-off against
bus use; trend data were used. CBD travel was analyzed using historic mode choice data together
with projections of CBD land uses. Somewhat similar techniques were used in many studies.
Two decades after CATS, for example, the London study followed essentially the same
procedure, but in this case, researchers first divided trips into those made in the inner part of the
city and those in the outer part. This procedure was followed because it was thought that income
(resulting in the purchase and use of automobiles) drove mode choice.
Diversion curve techniques

The CATS had diversion curve techniques available and used them for some tasks. At
first, the CATS studied the diversion of auto traffic from streets and arterial roads to proposed
expressways. Diversion curves were also used for bypasses built around cities to find out what
percent of traffic would use the bypass. The mode choice version of diversion curve analysis
proceeds this way: one forms a ratio, say:
where:
cm = travel time by mode m and
R is empirical data in the form:
Given the R that we have calculated, the graph tells us the percent of users in the market
that will choose transit. A variation on the technique is to use costs rather than time in the
diversion ratio. The decision to use a time or cost ratio turns on the problem at hand. Transit
agencies developed diversion curves for different kinds of situations, so variables like income
and population density entered implicitly.
Diversion curves are based on empirical observations, and their improvement has resulted
from better (more and more pointed) data. Curves are available for many markets. It is not
difficult to obtain data and array results. Expansion of transit has motivated data development by
operators and planners. Yacov Zahavis UMOT studies, discussed earlier, contain many examples
of diversion curves.
In a sense, diversion curve analysis is expert system analysis. Planners could "eyeball"
neighborhoods and estimate transit ridership by routes and time of day. Instead, diversion is
observed empirically and charts drawn.
Disaggregate travel demand models

Travel demand theory was introduced in the appendix on traffic generation. The core of
the field is the set of models developed following work by Stan Warner in 1962 (Strategic
Choice of Mode in Urban Travel: A Study of Binary Choice). Using data from the CATS, Warner
investigated classification techniques using models from biology and psychology. Building from
Warner and other early investigators, disaggregate demand models emerged. Analysis is
disaggregate in that individuals are the basic units of observation, yet aggregate because models
yield a single set of parameters describing the choice behavior of the population. Behavior enters
because the theory made use of consumer behavior concepts from economics and parts of choice
behavior concepts from psychology. Researchers at the University of California,
Berkeley (especially Daniel McFadden, who won a Nobel Prize in Economics for his efforts) and
the Massachusetts Institute of Technology (Moshe Ben-Akiva) (and in MIT associated consulting
firms, especially Cambridge Systematics) developed what has become known as choice models,
direct demand models (DDM), Random Utility Models (RUM) or, in its most used form, the
multinomial logit model (MNL).
Choice models have attracted a lot of attention and work; the Proceedings of
the International Association for Travel Behavior Research chronicles the evolution of the
models. The models are treated in modern transportation planning and transportation engineering
textbooks.
One reason for rapid model development was a felt need. Systems were being proposed
(especially transit systems) where no empirical experience of the type used in diversion curves
was available. Choice models permit comparison of more than two alternatives and the
importance of attributes of alternatives. There was the general desire for an analysis technique
that depended less on aggregate analysis and with a greater behavioral content. And there was
attraction, too, because choice models have logical and behavioral roots extended back to the
1920s as well as roots in Kelvin Lancasters consumer behavior theory, in utility theory, and in
modern statistical methods.
Psychological roots
Early psychology work involved the typical experiment: Here are two objects with
weights, w1 andw2, which is heavier? The finding from such an experiment would be that the
greater the difference in weight, the greater the probability of choosing correctly. Graphs similar
to the one on the right result.
Louis Leon Thurstone proposed (in the 1920s) that perceived weight,
w = v + e,
where v is the true weight and e is random with
E(e) = 0.
The assumption that e is normally and identically distributed (NID) yields the binary
probit model.
Econometric formulation
Economists deal with utility rather than physical weights, and say that
observed utility = mean utility + random term.
The characteristics of the object, x, must be considered, so we have
u(x) = v(x) + e(x).
If we follow Thurston's assumption, we again have a probit model.
An alternative is to assume that the error terms are independently and identically
distributed with a Weibull, Gumbel Type I, or double exponential distribution. (They are much
the same, and differ slightly in their tails (thicker) from the normal distribution). This yields the
multinomial logit model (MNL). Daniel McFadden argued that the Weibull had desirable
properties compared to other distributions that might be used. Among other things, the error
terms are normally and identically distributed. The logit model is simply a log ratio of the
probability of choosing a mode to the probability of not choosing a mode
.
Observe the mathematical similarity between the logit model and the S-curves we
estimated earlier, although here share increases with utility rather than time. With a choice model
we are explaining the share of travelers using a mode (or the probability that an individual
traveler uses a mode multiplied by the number of travelers).
The comparison with S-curves is suggestive that modes (or technologies) get adopted as
their utility increases, which happens over time for several reasons. First, because the utility
itself is a function of network effects, the more users, the more valuable the service, higher the
utility associated with joining the network. Second because utility increases as user costs drop,
which happens when fixed costs can be spread over more users (another network effect). Third
technological advances, which occur over time and as the number of users increases, drive down
relative cost.
An illustration of a utility expression is given:
where
Pi = Probability of choosing mode i.
PA = Probability of taking auto
cA,cT = cost of auto, transit
tA,tT = travel time of auto, transit
I = income
N = Number of travelers
With algebra, the model can be translated to its most widely used form:
It is fair to make two conflicting statements about the estimation and use of this model:
1. it's a "house of cards", and used by a technically competent and thoughtful analyst, it's
useful.
The "house of cards" problem largely arises from the utility theory basis of the model
specification. Broadly, utility theory assumes that (1) users and suppliers have perfect
information about the market; (2) they have deterministic functions (faced with the same options,
they will always make the same choices); and (3) switching between alternatives is costless.
These assumptions dont fit very well with what is known about behavior. Furthermore, the
aggregation of utility across the population is impossible since there is no universal utility scale.
Suppose an option has a net utility ujk (option k, person j). We can imagine that having a
systematic part vjk that is a function of the characteristics of an object and person j, plus a random
part ejk, which represents tastes, observational errors and a bunch of other things (it gets murky
here). (An object such as a vehicle does not have utility, it is characteristics of a vehicle that have
utility.) The introduction of e lets us do some aggregation. As noted above, we think of
observable utility as being a function:
where each variable represents a characteristic of the auto trip. The value 0 is termed an
alternative specific constant. Most modelers say it represents characteristics left out of the
equation (e.g., the political correctness of a mode, if I take transit I feel morally righteous,
so 0 may be negative for the automobile), but it includes whatever is needed to make error terms
NID.
MULTINOMIAL LOGIT MODEL METHOD:

From San Jose Del Monte Bulacan to Norzagaray, Baliuag, Guiginto, and Obando.
B
( T ij ) (e )
ij
Tij(Total) =
eB
ij
Given:
Zone
t ij r
t ij w
t ij t
Fij
Car
30
18
Jeep
20
50
Bus
12
10
an
0.03
0.04
0.06
0.10
0.10
Zone
85
37
32
36
190
71
96
34
49
250
143
94
31
82
350
21
43
83
73
220
320
270
180
240
1010
Solution:
C11(CAR) = 0.03(20) + 0.04(0) + (0.06)(0) + (0.10)(18) + (0.10)(4)
C11(CAR) = 2.80
C11(JEEP) = 0.03(30) + 0.04(5) + (0.06)(3) + (0.10)(6) + (0.10)(0)
C11(JEEP) = 1.88
C11(BUS) = 0.03(12) + 0.04(10) + (0.06)(2) + (0.10)(4) + (0.10)(0)
C11(BUS) = 1.28
2.80
TTotal(CAR) =(1010)
(e
)
2.80
1.88
e
+e
+e1.28
TTotal(JEEP) =(1010)
(e
)
2.80
1.88
e
+e
+e1.28
= 314 trips/day
TTotal(BUS) =(1010)
(e2.80)
e2.80 +e1.88 +e1.28
= 571 trips/day
= 125 trips/day
1.88
T11(CAR) =(85)
(e2.80)
e2.80 +e1.88 +e1.28
= 11 trips/day
T11(JEEP) =(85)
(e1.88)
e2.80 +e1.88 +e1.28
= 26 trips/day
T11(BUS) =(85)
(e2.80)
e2.80 +e1.88 +e1.28
T12(CAR) =(37)
(e
)
2.80
1.88
e
+e
+e1.28
T12(JEEP) =(37)
(e
)
2.80
1.88
e
+e
+e1.28
= 11 trips/day
T12(BUS) =(37)
(e2.80)
e2.80 +e1.88 +e1.28
= 21 trips/day
T13(CAR) =(32)
(e2.80)
e2.80 +e1.88 +e1.28
= 4 trips/day
T13(JEEP) =(32)
(e1.88)
e2.80 +e1.88 +e1.28
= 10 trips/day
T13(BUS) =(32)
(e2.80)
e2.80 +e1.88 +e1.28
= 18 trips/day
= 48 trips/day
2.80
= 5 trips/day
1.88
2.80
T14(CAR) =(36)
(e
)
2.80
1.88
e
+e
+e1.28
T14(JEEP) =(36)
(e
)
2.80
1.88
e
+e
+e1.28
= 11 trips/day
T14(BUS) =(36)
(e2.80)
e2.80 +e1.88 +e1.28
= 20 trips/day
T21(CAR) =(71)
(e2.80)
e2.80 +e1.88 +e1.28
= 9 trips/day
T21(JEEP) =(71)
(e1.88)
e2.80 +e1.88 +e1.28
= 22 trips/day
T21(BUS) =(71)
(e2.80)
e2.80 +e1.88 +e1.28
= 40 trips/day
T22(CAR) =(96)
(e2.80)
e2.80 +e1.88 +e1.28
= 12 trips/day
T22(JEEP) =(96)
(e1.88)
e2.80 +e1.88 +e1.28
= 30 trips/day
= 5 trips/day
1.88
T22(BUS) =(96)
(e2.80)
e2.80 +e1.88 +e1.28
= 54 trips/day
T23(CAR) =(34)
(e2.80)
e2.80 +e1.88 +e1.28
= 4 trips/day
T23(JEEP) =(34)
(e
)
2.80
1.88
e
+e
+e1.28
T23(BUS) =(34)
(e
)
2.80
1.88
e
+e
+e1.28
T24(CAR) =(85)
(e
)
2.80
1.88
e
+e
+e1.28
= 6 trips/day
T24(JEEP) =(85)
(e1.88)
e2.80 +e1.88 +e1.28
= 15 trips/day
T24(BUS) =(85)
(e2.80)
e2.80 +e1.88 +e1.28
= 28 trips/day
1.88
= 11 trips/day
2.80
= 19 trips/day
2.80
2.80
T31(CAR) =(85)
(e
)
2.80
1.88
e
+e
+e1.28
T31(JEEP) =(85)
(e
)
2.80
1.88
e
+e
+e1.28
= 44 trips/day
T31(BUS) =(85)
(e2.80)
e2.80 +e1.88 +e1.28
= 81 trips/day
T32(CAR) =(94)
(e2.80)
e2.80 +e1.88 +e1.28
= 12 trips/day
T32(JEEP) =(94)
(e1.88)
e2.80 +e1.88 +e1.28
= 29 trips/day
T32(BUS) =(94)
(e2.80)
e2.80 +e1.88 +e1.28
= 53 trips/day
T33(CAR) =(31)
(e2.80)
e2.80 +e1.88 +e1.28
= 4 trips/day
T33(JEEP) =(31)
(e1.88)
e2.80 +e1.88 +e1.28
= 9 trips/day
= 18 trips/day
1.88
T33(BUS) =(31)
(e2.80)
e2.80 +e1.88 +e1.28
= 18 trips/day
T34(CAR) =(82)
(e2.80)
e2.80 +e1.88 +e1.28
= 10 trips/day
T34(JEEP) =(82)
(e
)
2.80
1.88
e
+e
+e1.28
T34(BUS) =(82)
(e
)
2.80
1.88
e
+e
+e1.28
T41(CAR) =(21)
(e
)
2.80
1.88
e
+e
+e1.28
= 3 trips/day
T41(JEEP) =(21)
(e1.88)
e2.80 +e1.88 +e1.28
= 6 trips/day
T41(BUS) =(21)
(e2.80)
e2.80 +e1.88 +e1.28
= 12 trips/day
1.88
= 26 trips/day
2.80
= 46 trips/day
2.80
2.80
T42(CAR) =(43)
(e
)
2.80
1.88
e
+e
+e1.28
T42(JEEP) =(43)
(e
)
2.80
1.88
e
+e
+e1.28
= 13 trips/day
T42(BUS) =(43)
(e2.80)
e2.80 +e1.88 +e1.28
= 24 trips/day
T43(CAR) =(83)
(e2.80)
e2.80 +e1.88 +e1.28
= 10 trips/day
T43(JEEP) =(83)
(e1.88)
e2.80 +e1.88 +e1.28
= 26 trips/day
T43(BUS) =(83)
(e2.80)
e2.80 +e1.88 +e1.28
= 47 trips/day
T44(CAR) =(73)
(e2.80)
e2.80 +e1.88 +e1.28
= 9 trips/day
T44(JEEP) =(73)
(e1.88)
e2.80 +e1.88 +e1.28
= 23 trips/day
= 6 trips/day
1.88
(e2.80)
e2.80 +e1.88 +e1.28
T44(BUS) =(73)
= 41 trips/day
TRAFFIC ASSIGNMENT
All or Nothing:
Given:
Zone
Time 4
85
37
32
36
190
71
96
34
49
250
143
94
31
82
350
21
43
83
73
220
57
45
110
68
280
292
267
326
165
240
1290
Solution:
From
To
Link
1-2
2-1
1-3
3-1
1-4
4-1
1-5
5-1
2-3
2-4
2-5
3-2
3-4
3-5
4-2
Travel
4-3 Time(MIN)
4-5
5-2
5-3
5-4
45
48
48
53
53
22
22
15
30
34
15
15
26
30
15
39 Vehicle/Day
34
34
26
39
Link
2
3
4
5
1
3
4
5
1
2
4
5
1
2
3
5
1
2
3
4
45
48
53
22
45
15
30
34
48
15
15
26
53
30
15
39
22
34
26
39
85
37
32
36
71
96
34
49
143
94
31
82
21
43
83
73
57
45
110
68
1-2
1-3
1-4
1-5
2-1
2-3
2-4
2-5
3-1
3-2
3-4
3-5
4-1
4-2
4-3
4-5
5-1
5-2
5-3
5-4

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CHAPTER 1

I. Profile of the Project Location (Bulacan)

Central Luzon (Region III)

August 15, 1578 [1]

Province of the Philippines

Wilhelmino M. Sy-Alvarado (NUP)

Daniel Fernando (NUP)

2,796.10 km2(1,079.58 sq mi)

Bulakeo (Filipino) or Bulaqueo

1st to 4th districts of Bulacan,

Tagalog (90%), Bisaya(3%), Bicolano

Opening of the Malolos Congress(1898)

Issues Concerning the Foundation Date

east, Rizal (Rodriguez)

Languages and Ethnicity

Region, Province, City,

Region, Province, City,

8. Doa Remedios Trinidad

11. Malolos City

Region, Province, City,

13. Meycauayan City

20. San Ildefonso

21. San Jose del Monte

22. San Miguel

23. San Rafael

Region, Province, City,

24. Santa Maria

UN Millennium Development Goals

Industrial estate and parks

First Bulacan Industrial City - Malolos City

Intercity Industrial Estate - Wakas, Bocaue

Bulacan Agro-Industrial Subdivision - Calumpit

Bulacan Metro Warehouse (BMW) Center - Guiguinto

Meycauayan Industrial Subd. I, II, III & IV - Meycauayan

Meridian Industrial Compound - Meycauayan

Muralla Industrial Project - Meycauayan

First Velenzuela Industrial Compound - Meycauayan

Sterling Industrial Park Phase I, II, III & IV - Meycauayan

Grand Industrial Estate - Plaridel

Sapang Palay Industrial Estates - San Jose del Monte

Agus Development Corporation - Sta. Maria

Bulacan ICT Park - Marilao

Golden City Business Park - Wakas, Bocaue

Sterling Industrial Park - Marilao

Total Income year 2011

Total Income year 2012

San Jose del Monte City

Total Income year 2011 [27]

Total Income year 2012 [27]

Total Income year 2011 [27]

Total Income year 2012 [27]

Doa Remedios Trinidad

Bulacan Provincial Capitol, Malolos City

Area: 105.53 km2 (40.75 sq mi)

Bagong Buhay III

San Martin III

Sta. Cruz III

San Rafael III

Livestock and Poultry