CHAPTER 1

PROJECT DESCRIPTION

THE PROJECT

The project is located in Malolos City under the province of Rizal. It is the largest city in the

CALABARZON Region. It is found on the slopes of the Sierra Madre Mountain Range. Much of the city seats

on the plateau averaging 150 meters. It has the second largest area in the province with an area of 306.10

square kilometers. The northern and southern sections of the city are in the dense of forest areas of the

Sierra Madre. It is also the seventh most populous city in the country with a population of 677,741 in 2010.

With the transfer of the provincial government to Malolos, it is highly favored to be officially designated as

the new capital of the province. On March 14, 2011, Malolos was declared a highly urbanized city by

President Benigno Aquino; such proclamation however still needs to be ratified in a plebiscite.

The province of Rizal spans for 1,175.8 square kilometers. Malolos City makes up 26.03% on the

entire province of Rizal, housing 16 barangays. The land mass of Malolos is big enough to be an ideal place

for many purposes, such as agriculture, commerce, hiking and climbing spots, relocations of communities

(having a strategic position east of Rizal, and a lot of areas where low-cost housing projects can be put up),

subdivision areas for either low, mid, high-cost housing, and also for special uses (such as the landfill) by

Cainta and Marikina City and other cities in Metro Manila.

Malolos is in the northern half of Rizal Province, close to its center. Which means Malolos is

landlocked; bounded to the north by San Mateo and Rodriguez; to the east by San Vicente; to the south by

Angono, Catmon and Teresa.

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 Wherein we use transportation engineering to apply the technology and scientific principles to the

planning. Functional design, operation and management of facilities for any mode of transportation in order

to provide for the safe, efficient, rapid, comfortable, convenient, economical and environmentally compatible

movement of people and goods (transport).

Malolos City on the mountain ridges east of Manila where the sun begins to shine whose name

refers to Tipolo trees growing indigenously on its land, trees with broad leaves that provide shade while gently

fanning in the soothing breeze. It is the city of pilgrims and contemplatives, tourists and traders, artist and

artisans.

Basic Services and Facilities

The City is providing the basic services and facilities under Section 17 of the Local Government Code of

1991, which include but are not limited to the following:

1. Agriculture extension and on-site research services and facilities

2. Enforcement of forestry laws limited to community-based forestry projects enforcement of the

pollution control law, small-scale mining law and other laws on the protection of the environment and mini-

hydroelectric projects of local purposes

3. Health services

4. Social welfare services

5. Information and investment support services

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6. Environmental management system and services or facilities related to general hygiene and

sanitation

7. City buildings, cultural centers, public parks, playgrounds, sport facilities, public assembly areas and

other similar facilities

8. Infrastracture facilities intended to service the needs of the residents of the City including, but not

limited to, city roads and bridges; school buildings and other facilities for public elementary and secondary

schools; drainage and sewerage , flood control and irrigation systems; similar facilities

9. Public markets, slaughterhouses and other city enterprises

10. Public cemetery

11. Tourism development and promotion programs

12. Programs and project for low cost housing and other mass dwellings, except those funded by the

Social Security System (SSS), Government Service Insurance System (GSIS) and the Home Development

Mutual Fund (HDMF)

13. Upgrading and modernization of tax information and collection services

14. Adequate communication and transportation facilities

15. Support for education, police and fire services and facilities

Commercial and Industrial centers

In 2010, the City of Malolos has finished updating its Comprehensive Land Use Plan (CLUP) and

Comprehensive Development Plan (CDP) covering the periods 2010-2020 and 2010-2013, respectively.

Geared towards the attainment of the city’s vision to be the “Pilgrimage City at the Eastern Growth Corridor

3
with Globally Competitive Economy…” the Sangguniang Panlungsod adopted these plans through City

Resolution Nos. 2010-177 and 2010-176.

In these plans, the city identified its comparative advantages over other cities in Rizal and in Metro Manila

that will attract the business sector to invest in the City.

The City Government of Malolos had identified its six Growth Centers of Development to wit:

1. Poblacion: Old Malolos

 It is the Major Urban Tourism Area.

 Old Urban Center

 Administrative & Tourism Center- City’s major premier tourism center due to the presence of the old

government center and the Cathedral, the pilgrimage hub.

2. Masinag: Central Business District

 Central Business District - proximity to Metro Manila & as a catchment for the spill-over of

urbanization from Metro Manila;

 Predicted to become the major urban center due to its strategic role as an intermodal transport hub

triggered by the construction of the LRT Line 2; and

 High Intensity Commercial Development - in the area as well as presence of the large residential

subdivision around it.

3. Gate 2: Minor Commercial and Service Center

 Characterized by medium density commercial activities and a high density commercial development.

 The growth of this area is primarily due to the demands of the service-oriented businesses to serve

the needs of a large population around the area.

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 Over-time, additional commercial or shopping centers are expected to be built within this growth

center.

 4.9 km. away from Masinag

4. Malolos Government Center: New Administrative Center

 New Administrative Center- The development of Cabading is expected to spur growth and

development in the eastern part of the city. The concept of a new town development shall be a major

undertaking to distribute equitably social services and economic benefits to the population in that

part of the city and to create a concentric administrative base for an efficient public service delivery.

5. Pinugay: Agro-Industrial Center

 Availability of lands

 Suitable center for Agro-Industrial Development

 Presence of Agro-Industrial Support (Roads, water, electricity and communication)

 Conformance with the existing land use plan of the city

 Pinugay’s district advantage is it proximity to the Marikina-Infanta Road, a major trade route

 As a result of this, Malolos’s sphere of economic influence will extend beyond its geographical

boundaries.

6. Boso-Boso: Local Service Center

 The nearby Boso-Boso will eventually be a potential local service center as a result of the industrial

development in the Pinugay area. Aside from its terrain which is ideal for urban development, another

advantage of Boso-boso is its proximity to the Marikina-Infanta Road which is considered a major

transport route toward Quezon Peninsula.

 Potential local service center as a result of the industrial development in the Pinugay area;

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  Aside from its terrain which is ideal for urban development, another advantage of Boso-boso is its

proximity to the Marikina-Infanta Road which is considered a major transport route toward Quezon

Peninsula.

Local Markets

Malolos Public Market is a centralized modern market and an attraction for shoppers with a mall-like

ambiance. The market is divided into two sections: the dry goods and the wet goods. Commerce in this

market is active mostly during early mornings and late afternoons. There are also food stalls and eateries

located inside the market.Some of Malolos local products are handicrafts, sweet delicacies, leathers,

clothing, food processing, bags, accessories, and footwears.

Shopping centers

Robinson Malolos will be a game changer and a major attraction in Malolos City, long known as the

Pilgrimage Capital of the Philippines and a nature getaway. Situated at the junction of Sumulong Highway

and Circumferential Road, it will also host the new public transportation terminal. Other shopping malls

located in the city are Xentro Mall, Vista Mall, SM Cherry Malolos, SM Masinag.

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Health

Malolos Health Office is a center of health services in the city and responsible for providing

healthcare services as well as planning and implementation of the health care programs provided by the city

government. It operates health centers and lying-in clinics of each barangays to provide basic medical

services in the community. Local government provides free medical and dental missions, health seminars

and check-ups, proper disposal and hygiene training, special services for senior citizens, pregnant women

and children, and other free medical operations. It also has a privilege card that offers discount fees and free

services such as emergency, medical, safety and security services.

Safety and Security

Malolos Rescue 161 is a 24-hour emergency service responds to all calls within the city for

assistance during emergency situations in 5 minutes. The office also conducts seminars and trainings on

first-aid among its staff to upgrade skills especially Malolos is vulnerable in calamities like floods, fire, and

earthquakes.Marikina Police Station is responsible law enforcement, under the Eastern Police District (EPD)

of National Capital Region Police Office (NCRPO) of the Philippine National Police (PNP). Malolos Fire

Department provides fire and emergency services, under Fire District IV (FD4) known as the Eastern District

Fire of Bureau of Fire Protection National Capital Region (BFPNCR) of Department of Interior and Local

Government (DILG).

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The transportation Systems Planning

Responsibility

 Developing strategic plans and policies for sustainable transportation systems to meet the

present and future needs of the province

 Identifying emerging planning issues and developing strategic policy options for

consideration.

 Directing transportation system studies and undertaking economic and service analysis of

infrastructure projects as an input to highway investment decision-making.

 Working towards the implementation of strategic initiatives that will enhance the safety,

security, effectiveness, efficiency and sustainability of Manitoba’s transportation network.

 Leading the process of public/stakeholder consultations on transportation infrastructure

planning.

 Ensuring the economic development, land use, social considerations and other issues are

incorporated into the planning process.

 Developing innovative highway financing strategies and technical information and policy

advice, toward achieving sustainable highway systems.

Goals in Transportation Planning System

Goals are the broadest expressions of a community’s desires. Goals give direction and are

concerned with the long term, and often describe ideal situations. Policies are broad statements that set

preffered courses of action. Policies are choices made to carry out the goals in the foresseable future. Policies

should be specific enough to help determine whether or not a proposed project, program or course of action

8
will advance community values expressed in the goals. Objectives are specific statements that carry out a

plan in the short term. Objectives help assess incremental progress toward achieving the broader purposes

expressed in goals and policies.

Transporation System

Develop a balanced, equitable, and efficient transportation system that provides a range of

transportation choices; reinforces the liveability of neighborhood supports a strong and diverse economy;

reduces air,noise, and watter pollution; and lessens reliance on the automible while maintaining accessibility.

Transportation Education

Implement education programs that support a range of transportation choices and emphasize safety for

all modes of travel.

A. Publicize activities and the availability of resources and facilities that promote a multimodal

transportation system.

B. Implement educational programs that recognize thye need for developing and maintaining a

multimodal transportation system that supports the movement of freight as well as people.

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Planning Investments

The transportation investments identified in the Transportation System Plan are designed to

maximize mobility. Maximizing mobility means investing in several travel modes simultaneously. For

example, the same street improvement project may widen a roadway to add vehicle travel lanes, add bicycle

lanes, and construct sidewalks. Bus turns-out may also be designed as part of the project. Most projects

contained in the Plan are designed to be multimodal.

Investments are prioritized based on when they are expected to be needed. Funding constraints

determine how many projects can be constructed at any given time. Prudently investing in infrastructure calls

for building only what is needed, or reasonably anticipated to be needed, for the design life of the project.

Maintaining surplus infrastructure is not cost effective over the long term, nor does it increase overall mobility.

Land use, Transportation, and Economic Development

The relationship between land use development and the transportation system is one of cause and

effect. The type, density, and design of land use developments place differing demands on the transportation

system. Citywide land use patterns will determine the type of transportation system that is developed. A

compact development pattern with high intensities of mixed uses will support transit operations and walking

more efficiently than a low-density, segregated land use pattern, which tends to be more automobile-oriented.

A key element that is important in the land use/transportation discussion is the relationship of both

to a community’s economic health and economic development. Economic activities are far more than simply

10
a component of a community’s land use, for they provide the jobs and income that drive the need for housing

and various other urban land uses. Land use planning and regulations can support and stimulate economic

development through a number of means including regulations that maintain the quality of life in the

community and the proper location and designation for economic activities. Transportation infrastructure,

which is needed to accommodate economic activities, can ofter be utilized as a stimulant to economic

development are interwoven and can be mutually supportive to help create a vibrant community.

Project Client

Department of Public Works and Highways

Abbreviated as DPWH, is the executive department of the Philippine government responsible for all

safety of projects in the field of public works. It is also responsible for the maintenance of the Philippine road

network and irrigation system. It is one of the three departments of the government undertaking major

infrastructure projects. The DPWH is mandated to undertake (a) the planning of infrastructure, such as

national roads and bridges, flood control, water resources projects and other public works, and (b) the design,

construction, and maintenance of national roads and bridges, and major flood control systems.

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Functions

The Department of Public Works and Highways functions as the engineering and construction arm

of the Government tasked to continuously develop its technology for the purpose of ensuring the safety of all

infrastructure facilities and securing for all public works and highways the highest efficiency and quality in

construction.

DPWH is currently responsible for the planning, design, construction and maintenance of

infrastructure, especially the national highways, flood control and water resources development systems, and

other public works in accordance with national development objectives.

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PROFILE OF CITY OF
MALOLOS AND
IT’S FOUR (4)
NEIGHBORING
MUNICIPALITIES

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 MALOLOS CITY

Malolos, officially the City of Malolos, (Tagalog: Lungsod ng Malolos), or simply known as Malolos

City, is a 1st class city and the capital of the province of Rizal, Philippines. According to the 2015 census, it

has a population of 776,386 people.

It is the most-populous city in the Calabarzon region, and the seventh most-populous city in the Philippines.

Malolos was converted from a municipality into a component city of Rizal Province on April 4, 1998,

under Republic Act No. 8508. A new provincial capitol building was inaugurated in the city in March 2009 to

replace the old capitol in Pasig which has long been outside the jurisdiction of Rizal Province; after Pasig

was included in Metro Manila in 1975. With the transfer of the provincial government to Malolos, it is highly

14
favored to be officially designated as the new capital of the province. On March 14, 2011, Malolos was

declared according to Presidential Decree No. 124 as a "highly-urbanized city" by President Benigno Aquino;

however the proclamation has yet to be ratified in a plebiscite.

The city is popular for being a pilgrimage site. It prides itself as the "Pilgrimage Capital of the

Philippines."The Marian image of the Our Lady of Peace and Good Voyage or the Virgin of Malolos, which

was brought in from Mexico in 1626, and enshrined in the Malolos Cathedral has a continuous following

among Filipino Catholics since the Spanish colonial era. A popular custom of pilgrimages to the Virgin of

Malolos is the trek going to its shrine on the eves of Good Friday and May 1, from various locations in Rizal

Province and Metro Manila. The most notable of these pilgrimages would begin the trek from the Minor

Basilica of the Black Nazarene (Quiapo Church), in Quiapo, Manila following the procession of the image.

There is also an existing custom to have new cars blessed at the church in the belief that this will ensure the

safety of the car and its passengers.

Its higher elevation than that of Metro Manila affords it a scenic view of the metropolis, especially at night. Its

locally grown mangoes and cashews are popular among tourists, as well as suman – a local delicacy made

out of glutinous rice. The Hinulugang Taktak National Park, which was once a popular summer get-away is

being restored to become again one of the city's primary attractions.

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Etymology

The city was named after the tipolo (breadfruit) tree (Artocarpus blancoi), which was in abundance

in the area.

Malolos is one of the places where Our Lady of Peace and Good Voyage was hidden. Our Lady of

Peace and Good Voyage was hidden in the tipolo tree. The tipolo tree was about to cut, but because the

statue was always there. So the Jesuit fathers constructed a church in Malolos.

Franciscan missionaries arrived in Malolos in 1578, and built a small church on what is now Boso-

Boso Church. They were soon replaced in 1591 by the Jesuits, who organized the village into a parish. By

1601, The Christian population of Malolos had grown to about 3,000 as the indigenous Dumagat population

dwindled and moved deeper into the interiors.

An uprising of Manila's Chinese residents reached Malolos in 1602 that lead to the razing of the

church.

On March 25, 1626, the image now known as the Virgin of Malolos was brought from Acapulco, New

Spain (now Mexico) by Governor-General Juan Niño de Tabora, who relinquished the image to the Jesuits

for Malolos's church.

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 In 1650, the village was organized into a town and became part of Tondo Province. When the

province was divided in 1853, Malolos became a part of the District of San Mateo de los Montes, which later

became the District of Morong.

The Recollects took over Malolos in 1864. It was during these years that the Virgin of Malolos gained

a following of devotees. Devotees from Manila and nearby towns and provinces flocked to Malolos on foot

or on hammocks, trekking along mountain trails and springs.

Geography

Malolos is in the northern half of Rizal Province, close to its meridional center.

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 It is found on the slopes of the Sierra Madre Mountain Range. Much of the city sits on a plateau

averaging 200 meters. It has the second largest area in the province with an area of 156.68 km². The northern

and southern sections of the city are in the dense forest areas of the Sierra Madre.

Malolos is landlocked; bounded to the north by San Mateo and Rodriguez; to the east by San

Vicente; to the south by Angono, Catmon and Teresa; and to the west by Cainta and Marikina City in Metro

Manila.

The Bitukang Manok of Pasig, also known as the Parian Creek, had once linked the Marikina River

with the Malolos River. Before the Manggahan Floodway was built in 1986, The Parian Creek was actually

connected to the Sapang Bato-Buli Creek (which serves as the boundary between Pasig's barangays Dela

Paz-Manggahan-Rosario-Sta. Lucia and the Municipality of Cainta), the Kasibulan Creek (situated at Vista

Verde, Brgy. San Isidro, Cainta), the Palanas Creek (leaving Malolos through Brgy. Muntindilao), the Bulaw

Creek (on Brgy. Mambungan, besides the Valley Golf and Country Club), and the "Hinulugang Taktak" Falls

of Brgy. Dela Paz (fed by the Taktak Creek passing close to the Malolos Town Square), thus being the

detached and long-abandoned Malolos River.

From the early 17th-century up to the period of Japanese imperialism, over a thousand Catholic

devotees coming from "Maynilad" (Manila), "Hacienda Pineda" (Pasay), "San Juan del Monte", "Hacienda de

Mandaloyon" (Mandaluyong), "Hacienda Mariquina" (Marikina), "Barrio Pateros", "Pueblo de Tagig" (Taguig),

and "San Pedro de Macati" (Makati), followed the trail of the Parian Creek to the Pilgrimage Cathedral on the

mountainous pueblo of Malolos, Morong (the present-day Rizal Province).

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 The Antipoleños and several locals from the far-reached barrios of "Poblacion de San Mateo",

"Montalban" (Rodriguez), "Monte de Tanhai" (San Vicente), "Santa Rosa-Oroquieta" (Teresa), and "Punta

Ibayo" (Baras), had also navigated this freshwater creek once to go down to the vast "Kapatagan" (Rice

plains) of lowland Pasig. Even the marian processions of the Our Lady of Peace and Good Voyage passed

this route back and forth eleven times.

The creek was also used during the British occupation of Manila from 1762 to 1764 by the Royal

British army, under the leadership of General William Draper and Vice Admiral Sir Samuel Cornish, 1st

Baronet, to transport their troops (including the Sepoys they brought from India) upstream to take over the

nearby forest-surrounded villages of Cainta and Catmon. They even did an ambush at the "Plaza Central"

in front of the Pasig Cathedral, and turned the Roman Catholic Parish into their military headquarters, with

the church's fortress-like "campanilla" (belfry) serving as a watchtower against Spanish defenders sailing

from the walled city of Intramuros via the Pasig River.

The Sepoys turned against their British lieutenants and sided with the combined forces of the

Spanish conquistadors (assigned by the Governor-General Simon de Anda y Salazar), local rice farmers,

fisherfolk, and Chinese traders. After the British invasion, the Sepoys remained and intermarried with Filipina

women, which explains the Indian features of some of today's citizens of Pasig, especially Cainta and

Catmon.

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Location

The City of Malolos is located in the northern half of Rizal Province. It is bounded on the north, by

the Municipality of Rodriguez (formerly Motalban), on the northwest, by the City of Marikina and Municipality

of San Mateo, on the southwest, by the Municipalities of Catmon and Cainta, on the southeast, by the

Municipalities of San Vicente, Teresa and Baras and on the east, by the Quezon Province.

The poblacion is approximately 29 kilometers from Manila. The City can be accessed from Marikina

via the Sumulong Highway, which passes through the poblacion; form Cubao, Quezon City via the Marcos

Highway, which extends eastward to Quezon Ptovince as the Marikina-Infanta road, and from

Cainta/Catmon via Ortigas Extension.

Topography

The topography of Malolos may be describedas generally hilly and mountainous, with the hlly

portions lying in the west and the mountainous area concentrated in the east as part of the Sierra Madre

Mountain Range. Well-watered valleys are located in the middle of the city and in the northern and southern

edges. Plateaus of over 200 meters above sea level are seen in the western half of the study area, including

the site of the Poblacion and portions of Brgy. Cupang and San Juan. In the eastern half, these are seen in

Brgy. Calawis and San Joe overlooking the Boso-Boso River Valley to the west.

Climate

Based on PAGASA (Philippine Atmospheric, Geophysical And Astronomical Service Academy

Administration) Malolos has type 1 climate which is marked by two (2) distinct seasns – the Wet from May

20
to December and the Dry from January to April. The main climatic control operating in the climate of the area

is actually the monsoon wind system. The warm southwest monsoon wind brings the rain to the city after

gathering moisture from the Indian Ocean while the cool northeast monsoon moves as a dry wind and comes

even drier after crossing Sierra Madre geographic barrier.

Transportation

Various means of public transportation are available in Malolos. Transportation is provided by a

combination of buses, FX’s, Jeepneys, shuttle buses and tricycles.

One bus line, EMBC takes the Ortigas extension route leading to Manila, and vice versa. Its terminal

is stationed at P. Oliveros St. Malolos Ciy and in Divisoria. Other bus lines from San Vicente connect

Malolos via the Provinial Road.

Jeepneys and FX’es are the more numerous and connect the City with Marikina , Mandaluyong,

Makati and Quezon City via the Provincial Road.

Intercity public transportation is provided by tricycles, shuttle buses and jeepneys inter – connecting

the 16 barangays of the city through various routes.

The People

During the 1720’s, the Virgin of Malolos gained thousands of devotees. Devotees from Manila and

nearby towns and Provinces flock to Malolos, some stayed and adopted Malolos as their homes. They lived

in the simple and traditional Filipino lifestyle. Their culture and tradition included the celebration of many

religious and cultural festive such as the Kapitana’s on Easter Sunday, the night serenades, the bayanihan,

21
the praying of the Angelus, the reading of the passion of Christ during the Lenten season and the May

Festival.

After the civil government was restored by the Americans in 1901, Presidentes/Alcaldes of the town

were as follows:

List of Town mayors after the segregation of Teresa fro Malolos in January 1, 1919 under Executive Act no.

57:

• Cornelio Lawis 1918-1920

• Jose Carigma 1920-1926

• Marcelino Santos 1927-1931

• Pascual Oliveros 1931-1944

• Manual Seranillo 1945-1946

• Isaias Tapales 1946-1964

• Francisco De Jesus 1964-1967

• Jose R. Oliveros 1968-1985

• Felix Marinas 1986-1988

• Daniel Garcia 1988-1998

• Angelito Gatlabayan 1998-present

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In the election held on May 11, 2004, Engr. Angelito Gatlabayan was reelected for his third term as City

Mayor and Atty. Danilo Leyble as Vice Mayor. Under R.A. 8508 the lone district of Malolos was divided into

2 districts. In the Congressional level, Atty, Victor Sumulong was also reelected in his third term as

Congressman in District 2 and Ronaldo Puno as Congressman in District 1.

Weather

The country, Malolos enjoys both seasons: Wet (May to December) and Dry (January to April).

Visitors are encouraged to carry an umbrella that will serve either season.

Language

Enlish, next to Pilipino, is broadly comprehended and spoken by the City’s residents.

Telecommunication

Telecommunication is served by the country’s majors – PLDT, Bayantel, Digitel and PT&T while over

100 internet cafes provide to electronic mail and websites.

Banking

Most of the country’s major financial institutions are represented in the City serving both domestic

and overseas needs from 9AM0 -3PM. 24-Hour ATM machines are likewise widespread.

Industry

Tourism is the primary industry, followed by manufacturing/processing covering such items as

garments and shoes for export and “Kasuy” (creamy bean shaped nut dry-toasted over live coals), agriculture

– poultry and livestock, and cement processing.

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Education

The City has its share of exclusive private (e.g. Assumption or girls) and public schools. The

University of Rizal Sytem is the only public university in Malolos and offers degree courses on business,

liberal arts, food service, computer technology as well as post-graduate degree courses. Many yout of

Malolos can now face better future through the 19 public high schools that were built under the administration

of Mayor Angelito Gatlabayan in Malolos City.

Political divisions

Political map of Malolos

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Malolos is politically divided into 16 barangays. The area where the boundaries of Barangays Dela Paz,

San Isidro, San Jose and San Roque meet is the city proper or locally referred to as bayan.

Economy

Malolos is classified as a First Class City as of last local government income classification of the Department

of Finance in 2008. In 2007, the city registered a total revenue of ₱993.1 million, an increase of 5.6 percent

from the previous fiscal year, in 2010 this amount has grown to ₱1.56 billion. Its proximity to Metro Manila

has continuously spurred the growth of the real estate industry and by 2007, revenue from real property taxes

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has ballooned by 32.1 percent from 2006 to ₱146.2 million as there are also about 456 residential

subdivisions in the city.

Education

The Department of Education maintains a school division in Malolos, which supervises the 65 public schools

(45 elementary schools, 20 high schools) in addition to 193 accredited private schools.

There are three universities/college operating satellite campuses in the city, the state-run University of Rizal

System,De La Salle College of Saint Benilde and Our Lady of Fatima University.

Early history

The city was named after the tipolo (breadfruit) tree (Artocarpus blancoi), which was in abundance in the

area.

Malolos is one of the places where Our Lady of Peace and Good Voyage was hidden. Our Lady of Peace

and Good Voyage was hidden in the tipolo tree. The tipolo tree was about to cut, but because the statue was

always there. So the Jesuit fathers constructed a church in Malolos.

26
Franciscan missionaries arrived in Malolos in 1578, and built a small church on what is now Boso-Boso

Church. They were soon replaced in 1591 by the Jesuits, who organized the village into a parish. By 1601,

The Christian population of Malolos had grown to about 3,000 as the indigenous Dumagat population

dwindled and moved deeper into the interiors.

An uprising of Manila's Chinese residents reached Malolos in 1602 that lead to the razing of the church.

On March 25, 1626, the image now known as the Virgin of Malolos was brought from Acapulco, New Spain

(now Mexico) by Governor-General Juan Niño de Tabora, who relinquished the image to the Jesuits for

Malolos's church.

In 1650, the village was organized into a town and became part of Tondo Province. When the province was

divided in 1853, Malolos became a part of the District of San Mateo de los Montes, which later became the

District of Morong.

The Recollects took over Malolos in 1864. It was during these years that the Virgin of Malolos gained a

following of devotees. Devotees from Manila and nearby towns and provinces flocked to Malolos on foot or

on hammocks, trekking along mountain trails and springs.

27
During the First Republic, the town served as the capital of Morong, until it was occupied by the Americans

on June 4, 1899; the Revolutionary Government then transferred Morong's capital to San Vicente. Soon

after, the Americans established a civil government in 1901, Valentin Sumulong became the first municipal

president. On June 11, 1901, Malolos was incorporated into the newly established Province of Rizal, which

included towns of Morong District and Manila Province. In 1903, Malolos, Boso-Boso and Teresa were

merged. The town's territory was expanded again in 1913 to add the sitios of Mayamot and Bulao; just to

lose Teresa six years later to become an independent municipality. The Manila Railroad Company

(currently Philippine National Railways) inaugurated a railway service to Malolos on December 24, 1908.

Long before the LRT Line 2 finally opened its services in Santolan in the Pasig-Marikina border in 2004,

steam train services had once served those places in the past, even before World War II.

In Marikina, there is a street named "Daangbakal", also called by the names of "Shoe Avenue Extension",

"Munding Avenue" and "Bagong Silang". There is also a similar "Daangbakal" in the San Mateo-Montalban

(Rodriguez) area, and on the maps one can notice that the two roads should have been connected with each

other. In fact, as the name suggests in Tagalog, these streets were once a single railway line. The two sides

of the "Daangbakal" roads were once connected by a bridge in the San Mateo-Marikina border. However, as

the railroad tracks have been largely ignored after the Japanese Occupation and was transformed into

separate highways, the railway connection was abandoned.

28
The old railroad tracks, called the Marikina Line, was connected from Tutuban station in Manila, passing

through Tramo (Brgy. Rosario, Pasig) coming all the way to the town of Marikina up to Montalban. On the

northern end of the "Daangbakal" road in Montalban is a basketball court. That basketball court which stands

today, surrounded by the Montalban Catholic Church and Cemetery, was once the railway station terminus

of that particular line.

The present-day Santo Niño Elementary School in Marikina was said to be a train depot. And also it was said

that a railroad station once stood in the Marikina City Sports Park.

The Marikina Line was completed in 1906, and continued its operation until 1936. It was said that the

Japanese Imperial Army made use of this railway line during the Second World War. These railways were

dismantled during the 1960s and were converted into ordinary roads.

Today, the citizens are dependent on Tricycles, Jeepneys, Taxis, FX, Buses, and AUV's which contribute to

the everyday unusual and unbearable traffic of Metropolitan Manila. Even now, there is uncertainty in the

Northrail project, which links Manila to the northern provinces of Luzon, because of corruption within the

project's construction.

Aside from the Marikina Line, two other lines have existed before but are now removed permanently.

29
First is the Cavite Line, which passed through Paco, Parañaque, Bacoor and up to Naic, Cavite. Completed

in 1908, its operation continued until 1936.

Second is the Malolos Line, which passed through Santa Mesa, Mandaluyong, Pasig, Cainta, Catmon, up

to Malolos near the "Hinulugang Taktak" Falls. There is also a street named "Daangbakal" in Malolos,

where like the "Daangbakal" roads on Marikina and San Mateo, a railway line once existed. The railroad

tracks also passed through what is now the Ortigas Avenue Extension. Its operation ceased in 1917.

During the start of the Second World War in the Philippines, Malolos became a refugee destination for many

citizens from Manila and its suburbs to avoid the Japanese invaders vying for the occupation of the Philippine

capital. Also, two guerrilla units operated in the town against the Japanese. They were the Hunters ROTC

under Miguel Ver and Terry Adevoso and the Marking Filipino and American Troops, which were established

and led by Marcos Villa Agustin, more popularly known under the name Brig. Gen. Agustin Marking. Many

inhabitants were tortured and killed by the Japanese, including Mayor Pascual Oliveros and his son

Reynaldo, Padre Eusebio Carreon, Padre Ariston Ocampo, Sis. Ma. Elizabeth Cagulanas, RVM, Sis. Ma.

Consuelo Recio, RVM; Ambrosio Masangkay, Alfonso Oliveros and Atty. Francisco C. Gedang Sr.

The liberation of Malolos from the Japanese forces was bloody and devastating to begin the battle. On

February 17, 1945, Malolos was heavily bombarded by American planes. Malolos residents evacuated to

Sitio Colaique and up to the towns of Angono, Santolan, and Marikina. To protect the image from being

destroyed, Stevenson Sayson, then the sacristan mayor, and members of the community brought with them

30
the Virgin of Malolos. The bombings on March 6–7, 1945 destroyed the church and after twelve days of

battle, the combined American and Filipino soldiers under the United States Army, Philippine Commonwealth

Army and Philippine Constabulary and aided the local recognized guerrillas of the Hunters ROTC and

Marking's Filipino-American Troops (MFAT) was liberated the town on March 12, 1945. The general

headquarters of the Philippine Commonwealth Army and Philippine Constabulary was stationed in Malolos

from March 1945 to June 1946 was built today and operates during and after the war was fought the Japanese

and they helping guerrillas and Allies. After the war, a temporary church was built and the Virgin of Malolos

was returned from the Quiapo Church on October 15, 1945.

Demographics

31
Malolos's population in the 2015 census was enumerated at 776,386 inhabitants. It grew at an annual rate

of 4.19 percent from the 2000 figure. Annual population growth rate has slowed relatively remains above the

annual national average of 2.04 percent.[16] The 2007 figure is three times the population of the city in 1990.

Residents of the city are mainly Tagalogs. Very minor communities of the Indigenous Dumagat are found in

Barangay Calawis and sitios Old Boso-Boso, San Ysidro, San Jose, and Kaysakat in Barangay San Jose.

Local Markets

Malolos Public Market is a centralized modern market and an attraction for shoppers with a mall-like

ambiance. The market is divided into two sections: the dry goods and the wet goods. Commerce in this

market is active mostly during early mornings and late afternoons. There are also food stalls and eateries

located inside the market.Some of Malolos local products are handicrafts, sweet delicacies, leathers,

clothing, food processing, bags, accessories, and footwears.

Shopping centers

Robinson Malolos will be a game changer and a major attraction in Malolos City, long known as the

Pilgrimage Capital of the Philippines and a nature getaway. Situated at the junction of Sumulong Highway

and Circumferential Road, it will also host the new public transportation terminal. Other shopping malls

located in the city are Xentro Mall, Vista Mall, SM Cherry Malolos, SM Masinag.

32
Health

Malolos Health Office is a center of health services in the city and responsible for providing healthcare

services as well as planning and implementation of the health care programs provided by the city government.

It operates health centers and lying-in clinics of each barangays to provide basic medical services in the

community. Local government provides free medical and dental missions, health seminars and check-ups,

proper disposal and hygiene training, special services for senior citizens, pregnant women and children, and

other free medical operations. It also has a privilege card that offers discount fees and free services such as

emergency, medical, safety and security services.

Safety and Security

Malolos Rescue 161 is a 24-hour emergency service responds to all calls within the city for assistance during

emergency situations in 5 minutes. The office also conducts seminars and trainings on first-aid among its

staff to upgrade skills especially Malolos is vulnerable in calamities like floods, fire, and earthquakes.Marikina

Police Station is responsible law enforcement, under the Eastern Police District (EPD) of National Capital

Region Police Office (NCRPO) of the Philippine National Police (PNP). Malolos Fire Department provides

fire and emergency services, under Fire District IV (FD4) known as the Eastern District Fire of Bureau of Fire

Protection National Capital Region (BFPNCR) of Department of Interior and Local Government (DILG).

Barangays

Malolos is politically divided into 16 barangays. The area where the boundaries of Barangays Dela Paz, San

Isidro, San Jose and San Roque meet is the city proper or locally referred to as bayan.

33
34
List of mayors

Transportation

Marcos Highway Santolan LRT Station LRT 2 crossing over Marikina River

35
Public transport

Like in most of the urban areas in the Philippines, is facilitated mostly using

inexpensive jeepneys. Buses mostly in highways, tricycles give access to more secluded areas like villages

and subdivision, while taxi cabs are available throughout the city. Tamaraw FX has begun to compete directly

with jeepneys in major roads while UV Express Shuttle services are also available in selected terminals. In

January 2016, the city government of Marikina invented the "AMV" or "Adaptive Mobile Vehicle" for the PWD

or Person with Disabilities and Senior Citizens. The "AMV" is wheelchair vehicle or can put wheelchair inside.

The local government of Marikina wants to be a "friendly city" for the Senior Citizens.

The city has developed a network of bike lanes along major roads and city streets, as well as the riverbanks

of Marikina River.

A bike lane was introduced in 2012, this time beside major highway like Marcos Highway, running

from Santolan station of LRT-2 up to Imelda Avenue.

Roads

Marcos Highway (R-6) (also known as Marikina-Infanta Road), is the main highway east of Metro Manila

connecting Metro Manila, Rizal Province and Quezon Province. Other major networks in the city are A.

Bonifacio Avenue, Sumulong Highway, J. P. Rizal Street, Gil Fernando Avenue, Shoe Avenue, Fortune

Avenue, Bayan-bayanan Avenue, General Ordoñez Street and C-5 Access Road connecting Riverbanks

Avenue.

36
Major bridges including Marikina Bridge, Marcos Bridge, Diosdado Macapagal Bridge, Nangka Bridge, Gil

Fernando Bridge and Modesta Bridge. These bridges are accessed and spans by Marikina River and its

tributary Nangka River. Overpass or flyovers are concentrated southwest of the city such as SM Marikina

overpass, Marcos overpass, C5 Access overpass and Barangka Aqueduct.

Railways

An elevated LRT-2 runs through the city and the current elevated railway station is Santolan, the east-end

station of the line, located along Marcos Highway, just the border of Barangay Calumpang in Marikina and

Barangay Santolan in Pasig. The station connects to the west-end, Recto Station, along Claro M. Recto

Avenue in Manila.

The Manila Railroad Company (now Philippine National Railways) previously has line to Montalban traversing

Marikina with the main station and three flag stations in Santo Niño, Bayan-Bayanan, and Nangka. Services

ceased in 1936. Only the Marikina station building exists. Located at Shoe Avenue between D. Victorino St.

and H. Roxas St.

Health

Malolos Health Office is a center of health services in the city and responsible for providing healthcare

services as well as planning and implementation of the health care programs provided by the city government.

It operates health centers and lying-in clinics of each barangays to provide basic medical services in the

community. Local government provides free medical and dental missions, health seminars and check-ups,

proper disposal and hygiene training, special services for senior citizens, pregnant women and children, and

37
other free medical operations. It also has a privilege card that offers discount fees and free services such as

emergency, medical, safety and security services.

Safety and security

Fire truck of Rescue 161 Emergency Operation Center

Malolos Rescue 161 is a 24-hour emergency service responds to all calls within the city for assistance

during emergency situations in 5 minutes. The office also conducts seminars and trainings on first-aid

among its staff to upgrade skills especially Marikina is vulnerable in calamities like floods, fire, and

earthquakes.

Malolos Police Station is responsible law enforcement, under the Eastern Police District (EPD) of National

Capital Region Police Office (NCRPO) of the Philippine National Police (PNP).

Malolos Fire Department provides fire and emergency services, under Fire District IV (FD4) known as the

Eastern District Fire of Bureau of Fire Protection National Capital Region (BFPNCR) of Department of Interior

and Local Government (DILG).

38
Economy

Malolos is classified as a First Class City as of last local government income classification of the

Department of Finance in 2008. In 2007, the city registered a total revenue of ₱993.1 million, an increase

of 5.6 percent from the previous fiscal year, in 2010 this amount has grown to ₱1.56 billion. Its proximity to

Metro Manila has continuously spurred the growth of the real estate industry and by 2007, revenue from

real property taxes has ballooned by 32.1 percent from 2006 to ₱146.2 million as there are also about 456

residential subdivisions in the city.

Education

The Department of Education maintains a school division in Malolos, which supervises the 65 public

schools (45 elementary schools, 20 high schools) in addition to 193 accredited private schools.

There are three universities/college operating satellite campuses in the city, the state-run University of Rizal

System,De La Salle College of Saint Benilde and Our Lady of Fatima University.

39
 CATMON RIZAL

The Municipality of Catmon is a first class, densely populated municipality in

the province of Rizal, Philippines.] It is currently the second most populous municipality in the country, after

Cainta. Conurbated with Metro Manila, it is bounded by Cainta on the north, Pasig City and Taguig City on

the west, Malolos City in the East and Angono on the South. It is the "Woodworks and Garments Capital Of

the Philippines". While economically, demographically and politically qualified, plans to convert it into a city

was set aside, pending social and administrative reforms in the municipality.

Geography

It is situated in the province’s western portion, bounded by the grids 14° 34’ 24” north latitude and

121° 07’ 48” east longitude. It shares boundaries with Cainta in the Northwest, Malolos in the North-

northeast, Angono in the East-southeast and Taguig in the Southwest. The municipality is sited to East of

40
Pasig City and to the North of Laguna Lake. It has an area of 38.80 km² representing 3.3% of Rizal Province’s

land area.

The shape of Catmon is rectangular – trapezoidal with gently hilly rolling terrain on its eastern side

while relatively flat on its southwestern side, including the poblacion. The municipality’s highest elevation

ranges from 200 to 255 meters which is situated along the inner north-eastern hills of Barangay Dolores,

alongside the Malolos Boundary. Its lowest points are from 5 to 20 meters along the southern portion of

Barangay San Juan and Muzon towards Laguna Lake. From Laguna de Bay, Pasig River runs

between Taguig City, and Catmon, Rizal, before entering Pasig City.

The Manggahan Floodway lessens flood conditions in Metro Manila by carrying flood waters to

Laguna de Bay, but contributes to flooding of the coastal areas of Taguig, Catmon, and other towns in

Laguna and Rizal along the lake.

The municipality is principally drained by southwest trending rivers such as Catmon River,

Panghulo River, and Napindan Channel, all of which empties into Laguna Lake. Catmon River flows across

Barangays Dolores and San Isidro and joins Malolos River (present course of Manggahan Floodway) as it

passes through the southern end of Barangays Sta. Ana and San Juan. Panghulo River snakes its way

from upper Catmon across Barangay San Juan towards the southern portion of Barangay Muzon.

Napindan Channel crosses the southern boundaries of Barangay Sta. Ana and San Juan as it empties into

Laguna Lake. Bangiad Creek, found at the southeastern limits of the municipality, flows southwest ward

across Barangay Muzon, extending toward Laguna Lake.

41
Location

Catmon is 12 kilometres (7.5 mi) away from Pasig City, the former provincial seat of government of

Rizal. It is accessible from various points from Metro Manila through the Ortigas Extension Avenue, Manila

East Road, Felix Avenue (formerly Imelda Avenue), A. Bonifacio Avenue, Manggahan Floodway, and

Sumulong Highway.

Barangays

Catmon is politically subdivided into five barangays. Its capital is Brgy. San Juan, is the largest

area in Catmon and the center of industry in the municipality.

Barangay Population Barangay Captain Land Area (ha.)

Dolores (Poblacion) 59,914 Allan De Leon 1,237

Muzon 23,837 Aniel "Bugloy" Cruz 341

San Isidro 36,450 Dante Cruz "DCF" Francisco 442

San Juan 88,321 Joseph Valera 1,490

Santa Ana 53,963 Joselito "Joey" Calderon 630

42
Power

The provision of efficient power services is the linchpin of productivity Any area that envisions itself

to modernize, to be more productive, and its product competitive needs to have ample power supply to engine

its growth and development.

It has been recorded that Catmon is the third largest user of power among the towns of Rizal,

which all have been energized and served the MERALCO. This makes Catmon a town with sufficient power

for domestic use. Added to this is the presence of a substation of the National Power Corporation in

Barangay Dolores.

Communications

Communication is another major and key infrastructure component. Its ample availability in an area

is one of the essential requisites for economic progress and social integration.

Currently, majority of the communication needs of the people of Catmon are being served by

the Philippine Long Distance Telephone Company (PLDT) with some availing of cellular phone and paging

services. The number of telephones of the town is far beyond the minimum of one telephone line per 1000

residential population and also a single telephone line per 1500 population in industrial areas.

The town operates a telegraph services unit which issues an average of 116 transmissions and 5,483

telegrams of all kinds per month.

Catmon can be reached by all radio and television stations, printed communications such as

newspapers and magazines are distributed from Metro Manila.

43
Economy

This town is known for its quality ready-made dresses and woodworks, earning the title "Garments and

Woodworks Capital of the Philippines." Today, various shops cluster in Kalayaan park every Friday or in Club

Manila East Open Space every Saturday to take the advantage of low-cost ready-made clothings.[15] Several

multinational companies have also made their presence here, which include SM Prime Holdings, Puregold

Price Club Inc., Wilcon Builders, Megaworld Constructions and several more. Woodworks continue to be a

valuable source of income among the residents of this town. Several carving shops continue to survive

despite the threats of cheaper imported products.

Catmon's local income surged to Php 501,779,646.00 in 2011, making it the second richest municipality in

the province after Cainta.[16]The economy is in transitory period from agricultural to a more pronounced

commercial and industrial activities.

Products:

 Ready to wear clothes

 Doors, furniture, and other wood works

 Curtains

 Garments

Transportation

Catmon has an existing road network with a total length of 139.666 km. The two main roads cutting through

Catmon and serving as the main access from Metro Manila are Rizal Avenue which leads to the Poblacion

and the Central Business district of the town and the Manila East Road connecting from Ortigas Avenue

44
Extension which passes north and northeast of the town center. The roads meet at a junction just off the

location of the New Catmon Public Market towards the adjacent town of Angono on its eastern boundary.

Before World War II, Catmon was also served by a railway system. Known as the Malolos Line, this railroad

line passed through Santa Mesa, Mandaluyong, Pasig, and Cainta, going all the way up to Malolos near the

Hinulugang Taktak Falls. Apart from a street named "Daangbakal" in Malolos, no traces of this line

presently survive especially in the Cainta and Catmon areas where the railway tracks used to be as roads

have been paved over them.

Today, the town's transport needs are served by tricycles, jeepneys, taxis, buses, and AUV's, many of which

serve to link the town to Metro Manila where many of the town's citizens work and study.

45
 SAN MATEO RIZAL

San Mateo (Bayan ng San Mateo) is a first class urban municipality in Rizal Province, Philippines.

Located on the island of Luzon, San Mateo is one of 13 municipalities and a capital city that make up the

Province of Rizal. It is also part of the Metro Luzon Urban Beltway, that is composed of Region 3, Region 4-

A (CALABARZON) and the nearby National Capital Region (NCR).

San Mateo is located along the western border of Rizal Province, it is bordered on the west by

Quezon City, to the south by Marikina City and Malolos City, the capital of Rizal Province, and to the north

by Rodriguez (Montalban) also in Rizal province. It is approximately 24 kilometres (15 mi) away from Manila

and 11 kilometres (6.8 mi) north of Pasig City, the former town capital of Rizal.

According to the 2010 Philippine census, San Mateo has population of 205,255 inhabitants, or 8.26%

of the total population of Rizal. Conurbated to the urban agglomeration of the Greater Manila Area, San

Mateo is one of the fastest growing municipalities in Rizal Province, according to the Metropolitan Manila

Development Authority (MMDA) and the Provincial Government of Rizal

46
HISTORY OF SAN MATEO RIZAL

In his book Conquistas de las Islas Filipinas, Father Gaspar de San Agustin records the Municipality

of San Mateo in 1572 as a town annexed to Pasig. He described the inhabitants as "fierce but friendly and

of quiet disposition." Father Juan de Medina, in his account Relacion de los Con ventos Y Pueblos Fundados

por los PP. Agustinos, likewise put 1572 as the year the Parish of San Mateo was established. However

according to Miguel López de Legazpi, the first Spanish Governor in the Philippines (1571 to 1572), it was

Juan de Salcedo, his nephew who discovered the site of present-day San Mateo during one of his expeditions

to Manila from Cebu. Accounts say that two years before he came to Manila from Cebu, Legazpi sent Salcedo

along with 150 soldiers to prepare the inauguration of the City of Manila. It must have been Salcedo who

discovered the town before Legazpi inaugurated Manila on June 24, 1571.

Still, another account was that of Father Cavada, an Augustinian priest, who said that the first chapel

in the country, having the Patron Saint Matthew was built by the riverside in 1596 south of the present

Poblacion of San Mateo which was then only a Barrio of Tondo. Saint Matthew thus gave to the town its

name when the chapel was set up during his feast day.

What may be gleaned from the above accounts somehow is that San Mateo was discovered

sometime in 1571, while it was in 1596 when it acquired its first church. It may be true, too, that the Parish of

San Mateo was set up in 1572.

Aside from the controversy over the date of its discovery or creation, there is also uncertainty as to

how San Mateo acquired its name. According to one account, when the Spaniards made a reconnaissance

of Manila's environs, they came upon the San Mateo flood plains and became enamored by the natural

beauty of the place. They decided to establish a community in the place and one day, a Spanish scribe

47
happened to stand on a mound with a book on one hand and a pen on the other. His statue-like pose

prompted a companion to laugh and comment, "Muy" friend, the way you are now makes you look like Saint

Matthew, referring of course to the usual way the evangelist saint is depicted in his statues. In the midst of

their banter and merriment, they decided to call the place they discovered ‘San Mateo’.

Another account says that the Municipality of San Mateo was so called because of its geographical

resemblance to another town in Spain with the same name. As described by Paluzie in a geographical book,

this small Spanish town was near a high mountain (and) has a river that flows in its center which often floods

but quickly recedes. this town is also a grazing ground for big animals and a fishing village. San Mateo is

traversed by the Maly and Nangka rivers and its flood plains may have been a lush grazing area then.

The Augustinian priests in San Mateo were later formally replaced (in 1689) by the Jesuits who as

early as 1637 included San Mateo as one of their missions, with the missions of San Isidro and Paynaan

under it. The Jesuit Order brought with them an image of the Virgin Mary which came from the town of

Aranzazu, Nueva Vizcaya, Spain. The Jesuits were the ones responsible for building the church now located

in the Poblacion since the original chapel set up by the Augustinians beside the river was destroyed during

a flood. The location of the present church is in Barangay Sta. Ana and its patron saint is the Virgin Mary of

Aranzazu. The original images of Saint Matthew which was housed in the old Augustinian chapel has been

transferred to Barangay Dulongbayan (formerly llaya) and is now the patron saint of the Barangay and whose

feast day is always celebrated on September 21.

Over the centuries, San Mateo has had a colorful and distinguished history. In 1639, a pitched battle

ensued between Chinese rebels, on one hand and Spanish and native troops, on the other. The Chinese

were defeated and retreated east to the Sierra Madre Mountains, but not before burning the town and its

church.

48
 On May 16, 1687, the territory and convent of San Mateo were added to Pasig by the Augustinians,

with the headquarters and residences of the missionary at Mariquina (Marikina). Two years later, the

Agustinians handed over the ecclesiastical administration of San Mateo to the Jesuits. In 1699, the convent

of St. Augustine won in a court case against the native inhabitants with regard to a claim over a ranch in the

district of San Mateo.

From 1696 to 1746, the town residents rebelled against the Spanish authority in the municipality.

They were forced to go to the mountains and abandon the lowland settlement. However, in 1746, the

townspeople returned to the lowlands after having been wooed and persuaded by the[Jesuit priests.

The independent-mindedness of the San Mateo people showed itself again in the 15-year period

from 1751 to 1765 when the natives rebelled against Spanish governance. The residents were ordered to

surrender their weapons, but they refused. With this resistance, the Spanish government was forced to

reduce the town to ruins.

In 1712, the Conde de Lizarriaga, the Governor of the Islands, sent Captain Don Lorenzo de

Yturriaga together with 12 soldiers to punish Captain Pambila, a native chieftain who was reportedly inciting

the residents to revolt against the Spanish government and the local Spanish priest. Captain Pambila

attacked the Spanish officer, but the latter was able to parry the blow and shot the native leader dead.

49
Geographical Location and Physical Characteristics

Geographical Location

The town of San Mateo is approximately twenty four (24) kilometres northeast of the city of Manila and

about eleven(11) kilometres south of Pasig. The former capital town of Rizal. It is bounded on the south by

Marikina and on the north by Montalban. To the west lies Quezon City and to the east is Malolos City. San

Mateo lies within 14 degrees, 41 latitude and 121 degress, 0.7 latitude.

Land Area

The total land area of San Mateo as of the 1976 cadastral survey is approximately 4,825.10 hectares

broken-down to fifteen (15) barangays.

50
Land Area by Barangay

Barangay Total Area ( Has.) Percent Distribution

1. Ampid I 131.60 2.73

2. Ampid II 24.50 0.51

3. Banaba 138.20 2.86

4. Dulongbayan I 58.79 1.22

5. Dulongbayan II 430.00 8.91

6. Guinayang 273.00 5.66

7. Guitnangbayan I 412.00 8.54

8. Guitnangbayan II 614.00 12.72

9. Gulod Malaya 139.40 2.89

10. Malanday 353.00 7.32

11. Maly 565.00 11.71

12. Pintong Bukawe 753.00 15.61

13. Sta Ana 80.00 1.66

14. Sto Niño 87.11 1.80

15. Silangan 765.50 15.86

GRAND TOTAL 4,825.10 100

51
Topography

The topography of the municipality is characterized by a rolling to mountainous terrain on the eastern side

comprising approximately 75.66% or 3,650.67 has. And a flat terrain on the western side bordering

Marikina River . The plains cover an approximate area of 1,174.43 has. or 24.34%.

Maps

Base Elevation Slope

52
Existing Land Use Mineral Sources Soil

Land Use

Of the total land area of San Mateo , an approximate area of 1,200 hectares or 25% is devoted to

Agriculture. Crop production & value report from the Municipal Agriculture office indicates that 577

hectares have been planted for the year 1997. Of this, Riceland account for 274 hectares (47.49%) while

303 hectares (52.51%) are planted with diversified crops and vegetables.

DISTRIBUTION OF PROPOSED GENERAL LAND USES IN SAN MATEO, RIZAL 2000-

2010

LAND USE CATEGORY AREA (Ha.) Percent Distribution

Urban 3,281.428 2.73

Agricultural-Permanent/SAFDZ 172.144 0.51

Agricultural/Grazing Seasonal/SAFDZ 352.838 2.86

Production Forest 982.066 1.22

Protection Forest 473.840 8.95

Mining 29.731 0.65

53
TOTAL 5,292.047 100

Commercial Land Use

The Central Business District is strategically located amidst the concentration of settlements. A major

commercial area starts from the vicinity of the public market, bounded by the national road going to

Montalban and Daangbakal St . At Barangay Guinangbayan II. This commercial zone is a conglomeration

of financial institutions, a public market, restaurants/small eateries, retail stores and the like.

Another area, which may be considered as major commercial area, is within the vicinity of Delos Santos

St. corner Gen Luna St. , in Barangay Ampid I. Other minor commercial areas are located near the

Producer’s Market at Barangay Banaba and in the corner of Patiis & Gen Luna St. , in Barangay Malanday.

Major Commercial Centers

Jollibee Hamburger McDonald's Hamburger Tropical Hut Hamburger

54
Pamantasan ng San Mateo Mercury Drug Store

Industrial Land Use

The industrial establishments found in San Mateo are classified as light to medium industries. Welding

shops/motor pool is the predominant industry found within the municipality. Other industrial

establishments are relatively small scale, e.g. leather craft and kiskisan. More over agri-business

establishments i.e., poultry & piggery do exist within the municipality.

Institutional Land Use

Institutional Areas are devoted for institutional purposes, which include among others, schools,

hospitals/related health services, police/fire services and government institutions. The elementary schools

are more or less evenly distributed within the municipality

Agricultural Land Use

There is a remarkable decrease of agricultural lands in the municipality. At present, rice lands on the

western portion of the town diminish little by little. They are reclassified nor developed to other uses. Tree

crops are located on the rolling areas of the municipality.

55
Open Grasslands

There is a marked decrease of grassland in the municipality. The grassland located at the central section

of the municipality was converted for the cultivation of rice. On the other hand, the over-forested areas of

the town are now grasslands.

Forest Lands

Are mere paths of the former forests, now occupying the eastern section of the municipality. This area is

part of the Marikina Watershed.

56
 SAN VICENTE RIZAL

San Vicente is one of the thirteen (13) towns and one (1) component city that comprise the Province of

Rizal. It is located in the eastern part of the province. It is becoming an extension of Manila’s urbanization

along with the city of Malolos, towns of Cainta, Angono, Taytay and Binangonan. It is about 54 kilometers

away southeast of Manila and has a land area of 33,466 hectares.

Declared as a first class municipality since 1996, it has a total population of 94,460 inhabitants based on the

August 2007 National Statistics Office census of population. San Vicente has nineteen (19) barangays,
nine (9) in
the town proper and ten (10) in the upland area (at present, a 20th barangay is being considered for creation

by the Sangguniang Panlalawigan of Rizal. This proposed barangay, to be named “Madilaydilay,” is located

at the town’s boundary with Sta. Maria, Laguna.

Geography

57
 San Vicente is a 1st class municipality in the province of Rizal, Philippines. It is located 57

kilometers east of Manila, although a typical commute between Manila and San Vicente will take

between one to three hours

depending upon traffic conditions. It contains portions of the Sierra Madre Mountains and is bordered by

Malolos City in the northeast, Baras, Morong and Teresa in the west, General Nakar (Quezon Province) in

the east, and Pililla, Santa Maria (Laguna province) as well as the lake Laguna de Bay in the south.

Location

The town of San Vicente lies at the foot of the Sierra Madre Mountain with bearings of 14 degrees, 30

minutes North Latitude and 121 degrees, 17 minutes East Longitude. It is 57 Kilometers away from the City

of Manila. It is bounded on the north by the towns of Malolos, Baras, Teresa and Montalban, Rizal. On the

East by Quezon Province, on the South by Sta. Maria, Laguna and Pililla, Rizal and on the West by Laguna

de Bay.

Demographics
In the 2015 census, the population of San Vicente, Rizal, was 117,830 people, with a density of 590 inhabitants

per square kilometre or 1,500 inhabitants per square mile.

The majority of the population consists of Tagalogs who live near Laguna de Bay, though there is also a

significant percentage of mountain dwelling people living in the northern portions of the municipality. The

town's major trades consist of fishing, agriculture and regional commerce.

The roots of the Sambalic languages can be traced back to San Vicente, where the etymologically similar Sinuana

or Remontado Dumagat is still spoken in villages in the Sierra Madre mountains between Sampaloc and

General Nakar, Quezon.

58
Population census of San Vicente

Year Pop. ±% p.a.

1903 4,124 —

1918 6,704 +3.29%

1939 8,228 +0.98%

1948 8,627 +0.53%

1960 13,955 +4.09%

1970 23,247 +5.23%

1975 33,382 +7.53%

1980 40,443 +3.91%

1990 58,410 +3.75%

1995 69,181 +3.22%

2000 78,223 +2.67%

2007 94,460 +2.64%

2010 98,879 +1.68%

2015 117,830 +3.39%

Source: Philippine Statistics Authority

59
Barangays

San Vicente is politically subdivided into 20 barangays (10 urban, 10 rural).

 Cayabu

 Cuyambay

 Daraitan

 Katipunan-Bayani (Pob.)

 Kay Buto (Poblacion)

 Laiban

 Mag-Ampon (Poblacion)

 Mamuyao

 Madilay-dilay (formerly sitio of under jurisdiction of Sampaloc) - newest barangay

 Pinagkamaligan (Poblacion)

 Plaza Aldea (Poblacion)

 Sampaloc

 San Andres

 San Isidro (Poblacion)

 Santa Inez

 Santo Niño

 Tabing Ilog (Poblacion)

 Tandang Kutyo (Poblacion)

 Tinucan

 Wawa (Poblacion)

60
San Vicente with its Barangays in Poblacion, celebrated its Fiesta every 22nd, 23rd, and 24th of January,

commemorating the town's patron, Saint Ildephonsus of Toledo and Our Lady of Guadalupe. Events like

Amateur Singing Contest, Serenata, Band Drill Jamboree, prestigious pageants like Mr.Pogi and Miss Gay

Exceptionals, are held in this season.

Religion

Most of the residents are Roman Catholic which consists of 50,126.

Roman Catholic: - a total 58% of the town's population.

Other Christian Denomination - comprises 38%.

 Episcopal Church in the Philippines: St. Philip and St. James

 Baptist Churches :Sta. Ines Baptist Church (MZB Ministry), FABC

 Iglesia ni Cristo

 Born Again Christian : San Vicente Christian Faith Church, Jesus Christ the Refuge and the Life Inc (JCRL)

 Members Church of God International - MCGI, Ang Dating Daan.

 Jesus Christ To God Be the Glory Church

 Jehovah's Witnesses

 Jesus Miracle Crusade

 Seventh-day Adventist Church: San Vicente SDA Church located at De Castro Subdivision, Bathala

SDA Church located at Sitio Bathala, Brgy. Plaza Aldea(going from Momarco Resort), Sampaloc SDA

Church located at Old Public MArket of Brgy. Sampaloc, there are also church at Brgy Pinagsabiran,

Sitio Dayapa, Brgy. Cayabu, Sitio Nayon, Sitio Manggahan among others.

61
 The Church of Jesus Christ of Latter-Day Saints

 Pentecostal Church

Other known Religion - comprises 4%

 Islam

 Sikhism - Guru Nanak Sikh Temple

 Other religions

Climate

Climate data for San Vicente, Rizal (1999–2012, extremes 2000–2012)

Month Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Year

Record high °C 28.1 29.5 31.0 32.2 33.0 31.0 30.8 29.5 29.5 30.1 29.0 28.5 33.0

(°F) (82.6) (85.1) (87.8) (90) (91.4) (87.8) (87.4) (85.1) (85.1) (86.2) (84.2) (83.3) (91.4)

Average high °C 24.2 24.9 26.4 28.2 28.3 27.4 26.4 25.8 26.2 26.2 25.6 24.3 26.2

(°F) (75.6) (76.8) (79.5) (82.8) (82.9) (81.3) (79.5) (78.4) (79.2) (79.2) (78.1) (75.7) (79.2)

21.4 21.9 22.9 24.4 24.7 24.3 23.6 23.2 23.3 23.3 22.8 21.7 23.1
Daily mean °C (°F)
(70.5) (71.4) (73.2) (75.9) (76.5) (75.7) (74.5) (73.8) (73.9) (73.9) (73) (71.1) (73.6)

Average low °C 18.6 18.8 19.4 20.5 21.0 21.1 20.7 20.5 20.4 20.4 19.9 19.1 20.0

(°F) (65.5) (65.8) (66.9) (68.9) (69.8) (70) (69.3) (68.9) (68.7) (68.7) (67.8) (66.4) (68)

14.8 13.0 13.0 16.0 15.5 15.0 16.0 13.5 15.0 15.0 13.0 13.5 13.0
Record low °C (°F)
(58.6) (55.4) (55.4) (60.8) (59.9) (59) (60.8) (56.3) (59) (59) (55.4) (56.3) (55.4)

Average rainfall 70.7 63.0 59.0 50.6 196.3 257.6 534.2 474.1 482.8 276.5 264.8 202.3 2,931.9

mm (inches) (2.783) (2.48) (2.323) (1.992) (7.728) (10.142) (21.031) (18.665) (19.008) (10.886) (10.425) (7.965) (115.429)

Average rainy
10 9 8 6 14 18 22 23 21 18 18 16 183
days (≥ 0.1 mm)

Average relative
89 89 87 85 87 90 92 93 92 91 91 90 89
humidity (%)

Source: PAGASA

62
Places of interest

 Calinawan Cave and Rawang Pass: Stronghold of the Filipinos in the Revolution against Spain and in

the Filipino-American War in April–May 1900. It also housed the towns people during the Second World

War, beginning the Invasion of San Vicente in March, 1945 from the Filipino soldiers and recognized

guerrillas against the Japanese Imperial forces.

 Daranak Falls and Batlag Falls: A popular local tourist attraction.

 Masungi Georeserve, in the Sierra Madre mountains near Cuyambay, may be of interest to hikers and

geologists.

 Parola, the historic lighthouse of San Vicente, offers a picturesque view of Laguna de Bay as well as

several nearby restaurants.

 San Vicente Church: Also known as Saint Ildefonsus of Toledo Parish Church or Iglesia Parroquial de

San Ildefonso de Toledo(in Spanish), was built between 1773–1783 using forced labor, and is the

second oldest church in the province. Commonly known for its Station of the Cross which hailed as one

of the most artistic in Asia with its controversial "Bolo knife" used by a Roman soldier. Declared as one

of the five Jubilee Churches in the Diocese of Malolos and National Cultural Heritage by the National

Commission for Culture and the Arts along with 25 other churches all over the Philippines.

 San Vicente Coliseum, near the Municipal Hall, features cockfights and local boxing matches.

 San Vicente Park: Adjacent to the church, this is the main social gathering place in the town, where

during festivals one may observe performances of the Tariki dance, or the Subok. It is also the place

where Annual Amateur Singing Contest is held during the Fiesta Season (January 22,23,24).A

monument of José Rizal also stood there.

 San Vicente Town Center (SaveMore): The First Community Mall ever established at San Vicente,

showing the start of Business Development in the Area.

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 Regina Rosarii Institute of Contemplation in Asia (Regina RICA): A 71-foot-tall statue of the Queen of

the Holy Rosary.

 San Vicente Adventure Camp, at Sitio Malaanonang, San Vicente, Rizal, 1 km from the University of

Rizal System, holds the record for having the longest zip line (230m) in Rizal.[16]

 Daraitan: a barangay with 1 hour trip from the town. Its famous attraction is the clean Daraitan River.

Transportation

There are public utility jeepneys, buses, tricycles, pedicabs and GT/UV Express Service FX are operating in the town.

These facilitate the movement of people and goods to Metro Manila and nearby towns of Rizal.

There are jeepney terminals in San Vicente: San Vicente Public Market (going to Catmon, Cainta (with terminal at

Robinson's Place Cainta - Junction), Binangonan, Angono, Cardona, Pililla, Jala-Jala, and Siniloan, Laguna

and Mandaluyong, Metro Manila (also known as Crossing), Sampaloc (San Vicente - Bayan) and going to

Cogeo

Gate 2, Malolos City via Marcos Highway in Sampaloc. The UV Express terminal traverses at EDSA -

Starmall and EDSA - Central, Mandaluyong City.

These routes traverses via Morong, Teresa thru Malolos City and via Ortigas Avenue Extension in Cainta

and Pasig ends at Crossing - EDSA/Shaw Boulevard, Mandaluyong City with terminals at EDSA - Central,

EDSA Starmall and Parklea Centre. The Second line is at Manila East Road, the routes ply

at Baras, Cardona, Binangonan, and Angono up to SM Catmon and ends to Junction at Tikling.

Another

jeepney route starts at Sampaloc-San Vicente-Junction, Marcos Highway (also known as Marikina-Infanta

Highway) plying Barangay Pinugay at Baras, Padilla and ends at Cogeo Gate 2, with terminal at Malolos City

Mall (Public Market).

The bus terminal is also located at the Public Market. This route plies at EDSA/Crossing Mandaluyong.
64
 RODRIGUEZ, RIZAL

Rodriguez, officially the Municipality of Rodriguez, (Tagalog: Bayan ng Rodriguez), is a 1st

class municipality in the province of Rizal, Philippines. According to the 2015 census, it has a population of

369,222 people.

It is the northernmost town in the province and comes after San Mateo, Rizal, and Quezon City coming

from Metro Manila. The town is located on the slopes of the Sierra Madre mountain range and features many

resorts; it is the largest town in Rizal province with an area of 312.70 km². According to the 2015 census, it

has a population of 369,222 people, making it the most populous municipality in the country.

65
It borders San Mateo, Rizal and Malolos City, Rizal on the south, Norzagaray, Bulacan and San Jose Del

Monte, Bulacan on the north, Quezon City on the west and General Nakar, Quezon on the east.

Montalban, a common name for the municipality up to the present, was its official name from its founding in

1909 until 1982 when the Batasang Pambansa officially renamed it Rodriguez in honor of Eulogio Rodriguez,

Sr., a native of the municipality who served as Senate President.

Rodriguez is one of the richest municipalities in the Philippines, ranking third in 2016 with an income of ₱

691 million.

The legend of Bernardo Carpio is said to have happened in the mountains of the town.

The municipality of Montalban, currently known as Rodriguez, is a first class municipality in the province of

Rizal, Philippines. It is one of the biggest municipalities in the province with a land area of 36, 327.07 hectares

representing around 11.30% of Rizal’s total land area and with a population of 280,904 based on the latest

National Statistics Office data dated 1 May 2010. It is around 39.6 kilometers away from Manila via Quezon

Avenue and around 37.9 kilometersaway from Rizal Provincial Capitol in Malolos City via Sumulong Highway

Geography

Rodriguez is a town of mountains. From its north to south, a series of sloping ridges, hills and mountains

ranges adorn the town. In fact, around 27% or the town is occupied by mountains and slopes. The town's

highest peak is Mt. Irid, towering 1,469 meters above mean and sea level.

66
The province of Rizal spans for 1,175.8 square kilometers. Rodriguez makes up 26.6% on the entire province

of Rizal, housing 11 barangays. The land mass of Rodriguez is big enough to be an ideal place for many

purposes, such as agriculture, commerce such as the Avilon Zoo, and hiking and climbing spots of Wawa

Gorge, relocation of communities (having a strategic position east of Rizal, and a lot of areas where low-cost

housing projects can be put up), subdivision areas for either low-,mid-,high-cost housing, and also for special

uses (such as the landfill).

Elevation and slope

The mountainous interior of Rodriguez

The Municipality of Rodriguez is generally very rough in topography, with 83% of its total land area composed

of upland areas, hills and mountain ranges. The remaining 17% lowlying terrain and rolling lands are found

at the south-western portion of the municipality, along with the northern portions of the Municipality of San

Mateo.

67
This gently rolling to rolling slopes comprises the Marikina River Valley, where water from higher elevations

drain towards the Marikina River and its tributaries at the south-western portion of the municipality. Elevations

at these western lowlands range from 10 to 30 meter above sea level. The western portion of the flatlands

gently rises towards the west, which is part of Quezon City.

The mountainous regions of the Municipality of Rodriguez are found at the central and eastern areas, with

sleepy sloping ridges and mountain ranges, traversing north to south. The terrain in these mountain ranges

has slopes ranging from 30–50%. Very steep hills and mountains have slopes greater than 50%. Rolling to

hilly areas 18–30% in slope can also be found. These high elevations are drained by several major rivers,

namely the San Vicente, Puray, and Rodriguez Rivers.

Origin of the Name Montalban

Based on its natural scenic appeal, Montalban was named referring to its mountainous topography.

The name Montalban was derived from the following Spanish words.

Monte meaning mountain;

Alban from the word Alba meaning white

Renaming From Montalban to Rodriguez

With the passing of the Batas Pambansa Blg. 275 and its approval on November 12, 1982, Montalban was

officially renamed as Rodriguez in honor of Hon. Eulogio “Amang” Rodriguez Sr. its first Municipal President

and a former Senate President of the Philippines. Requesting the enactment of the Batas Pambansa law was

Resolution No. 35 passed by the Sangguniang Bayan dated November 3, 1981.

68
Brief Historical Highlights

 Founding Date: April 27, 1871 – Montalban was founded by Padre Estaquio of Pasig. It was called

BALITE, a former barrio of San Mateo. The name BALITE was derived from a kind of tree which grew

abundantly in the place. The place was formed consisting of barrios of Balite, Burgos, Marang and

Calipahan from San Mateo by virtue of a decree issued by Captain-General Rafael Isquierdo who came

to the Philippines dated April 1, 1871. The name BALITE was later changed to Montalban.

 Incorporation to the Province of Rizal: June 11, 1901 – Montalban was incorporated as part of the

Province of Rizal together with the other municipalities consisting of the Politico-Militar District of Morong

and the Province of Manila by virtue of Philippine Commission Act No. 137 in honor of Dr. Jose Rizal,

the great hero and martyr. The Province of Rizal was officially and legally created acting as the

unicameral legislative body in the Island of Luzon.

 Merging with San Mateo: October 12, 1903 – Montalban was consolidated with San Mateo by virtue

of Philippine Commission Act No. 942. San Mateo served as the seat of government in line with the

economic centralization.

 First Municipal President: 1906 – Montalban’s First Mayor Hon. Eulogio “Amang” Rodriguez

Sr. began his political career as a member of the party Democrata 1906 as Munizipalpräsident (mayor)

of Montalban and held that post until 1916.

 Independent Municipality: February 29, 1908 – Montaban became an independent municipality again

by virtue of Executive Order No. 20 series of 1908.

Geography

Montalban with Coordinates 14°47’24″N 121°14’40″E is located on the slopes of the Sierra Madre mountain

range. The place borders the Municipality of San Mateo and Malolos City in the South, Norzagaray and San
69
Jose Del Monte City in the North, Gen. Nakar in the East and Quezon City in the West. The nearby cities to

Montalban are the cities of Malolos City, Rizal; Real, Quezon; and Quezon City.

Barangays

Rodriguez is politically subdivided into 11 barangays (8 urban, 3 rural): 

Barangays San Isidro and San Jose are two of the most populated barangays in the Philippines.

Population
Barangay
(2015 census)[6]

Balite 9,983

Burgos 44,100

Geronimo 5,554

Macabud 9,707

Manggahan 13,913

Mascap 4,699

70
 Population
Barangay
(2015 census)[6]

Puray 3,921

Rosario 7,244

San Isidro 117,277

San Jose 124,868

San Rafael 27,956

Rodriguez 369,222

History

Based on Different accounts, The town of Rodriguez had been a part of San Mateo territory since the Spanish

period.

San Mateo with its large size was dismembered on April 27, 1871 when Captain General Isquierdo issued a

decree separating the barrios of Balite, Burgos, Marang and Calipahan from San Mateo and formed them

into the new municipality of Montalban (Rodriguez). On February 29, 1908, During the American occupation,

71
the American government, through the power of the American Governor General of the Philippines,

proclaimed the Executive Order No. 20 separating San Mateo from Montalban, making the former an

independent municipality.

From the Executive Summary of annual audit report 2012, the Municipality of Rodriguez (formerly Montalban)

was founded on June 30, 1871 under the "Acta de Erreccion" or Deed of Foundation. Its creation on June

11, 1901 was incorporated in the newly created Province of Rizal by virtue of Philippine Commission Act No.

20 series of 1908) as amended by Executive Order no. 36 series of 1908.

Demographics

Population census of Rodriguez

Year Pop. ±% p.a.

1903 3,440 —

1918 5,201 +2.79%

1939 6,402 +0.99%

1948 5,257 −2.17%

1960 9,648 +5.19%

1970 20,882 +8.02%

72
 1975 31,176 +8.37%

1980 41,859 +6.07%

1990 67,074 +4.83%

1995 79,668 +3.28%

2000 115,169 +8.22%

2007 223,594 +9.58%

2010 280,904 +8.66%

2015 369,222 +5.34%

Rodriguez town hall

In the 2015 census, the population of Rodriguez, Rizal, was 369,222 people, [3] with a density of 1,200

inhabitants per square kilometre or 3,100 inhabitants per square mile.

Transportation

The main transportation used in the municipality were jeepneys, tricycles, SUVs, and buses. There are

jeepneys that ply through the towns of San Mateo, Marikina and Cubao via Marcos Highway in Quezon City,

73
some ply the route that leads to Philcoa in Quezon City via Batasan Road in San Mateo, others connect

Rodriguez to Litex Road in Quezon City. The Marikina Auto Line Transport Corporation (MALTC) buses is

the only one that regularly travels to farther places like Makati and Parañaque. SUV's ply the routes to Cubao

in Quezon City and Sta. Lucia Grand Mall in Cainta. Formerly there was a single railway line of the Philippine

National Railways that goes up to Baranggay Balitè. It has been long dismantled.

It is known that 'patok' jeepneys originated from this town wayback during the 80's. These jeepneys are

known for their notoriety on the road, despite being dangerous they are popular among the passengers hence

the name patók which means 'popular'. They still ply to this town up to this day, most plying the Montalban-

Cubao route via Marcos Highway. These jeepneys have already spread throughout the Rizal province as

well in Marikina City ever since.

Municipal mayors

Indicates a municipal president.

No Entered office Exited office Name

1 1909 1916 Eulogio Rodriguez

2 1916 1919 Eusebio Manuel

3 1919 1928 Gregorio Bautista

74
No Entered office Exited office Name

4 1928 1932 Jose Rodriguez

5 1932 1936 Roman Reyes

6 1936 1940 Jacinto Bautista

7 1941 1943 Francisco Rodriguez

8 1943 1944 Federico San Juan

9 1945 1945 Gavino Cruz

10 1946 1947 Catalino Bautista

11 1947 1947 Macario Bautista

12 1948 1959 Benigno Liamzon

13 1960 1960 Guillermo Cruz Sr.

75
No Entered office Exited office Name

14 1960 1984 Teodoro Rodriguez

15 1984 1987 Pablo Adriano

16 1988 1993 Angelito Manuel

17 1993 1995 Ernesto Villanueva

18 1995 1998 Pedro Cuerpo

19 1998 2001 Rafaelito San Diego

20 2001 2010 Pedro Cuerpo

21 2010 Incumbent Cecilio Hernandez

76
Hospitals

 H Vill Hospital

 N. Medcare Hospital

 St. Mark Hospital

 San Jose Maternity and Lying-in Hospital

 Montalban Infirmary

 Casimiro Ynares Memorial Medical Center

Education

There are numerous elementary and high schools, both public and private, offering primary, secondary and

tertiary education in the town of Rodriguez. There are also colleges and institutions that offer graduate and

undergraduate programs in town.

77
Map of the city and 4 municipalities

78
 CHAPTER 2

DESCRIPTION OF METHODOLOGIES USED IN ANALYSIS

Planning Process

DETEMINATION
SITUATION PROBLEM
OF SOLUTIONS TO
DEFINITION INDENTIFICATION
PROBLEM

ANALYSIS OF EACH
EVALUATION OF CHOICE OF BEST
SOLUTIONS TO
THE SOLUTION SOLUTION
PROBLEM

IMPLEMENTATION
OF THE CHOSEN
SOLUTION

Situation Definition

The first step in the planning process is situation definition, which involves all of the activities required

to understand the situation that gave rise to the perceived need for a transportation improvement. In this

phase. the basic factors that created the present situation are described, and the scope of the system to be

studied is delineated. The present system is analyzed and its characteristics are described Information about

the surrounding area, its people, and their travel habits may be obtained. Previous reports and studies that

79
may be relevant to the present situation are reviewed and summarized. Both the scope of the study and the

domain of the system to be investigated are delineated.

Problem Definition

The purpose of this step is to describe the problem in terms of the objectives to be accomplished by

the project and to translate those objectives into criteria that can be quantified. Objectives are statements of

purpose, such as to reduce traffic congestion; to improve safety: to maximize net highway-user benefits; and

to reduce noise. Criteria are the measures of effectiveness that can be used to quantify the extent to which

a proposed transportation project will achieve the stated objectives. For example, the objective ''to reduce

traffic congestion" might use "travel time" as the measure of effectiveness. The characteristics of an

acceptable system should be identified and specific limitations and requirements should be noted. Also, any

pertinent standards and restrictions that the proposed transportation project must conform to should be

understood.

Search for Solutions

In this phase of the planning process, consideration is given to a variety of ideas, designs, locations,

and system configurations that might provide solutions to the problem. This is the brainstorming stage, in

which many options may be proposed for later testing and evaluation. Alternatives can be proposed by any

group or organization. In fact. The planning study may have been originated to determine the feasibility of a

particular project or idea. Such as adding bike lanes to reduce traffic volumes. The transportation engineer

has a variety of options available in any particular situation, and any or all may be considered in this idea-

generating phase. Among the options that might be used are different types of transportation technology or

vehicles. Various system or network arrangements, and different methods of operation. This phase also

80
includes preliminary feasibility studies, which might narrow the range of choices to those that appear most

promising. Some data gathering, field testing, and cost estimating may be necessary at this stage to

determine the practicality and financial feasibility of the alternatives being proposed.

Analysis of Performance

The purpose of performance analysis is to estimate how each of the proposed alternatives would

perform under present and future conditions. The criteria identified in the previous steps are calculated for

each transportation option. Included in this step is a determination of the investment cost of building the

transportation project, as well as annual costs for maintenance and operation. This element also involves the

use of mathematical models for estimating travel demand. The number of persons or vehicles that will use

the system is determined, and these results, expressed in vehicles or persons/hour. Serve as the basis for

project design. Other information about the use of the system (such as trip length, travel by time of day, and

vehicle occupancy) are also determined and used in calculating user benefits for various criteria or measures

of effectiveness. Environmental effects of the transportation project (such as noise and air pollution levels

and acres of land required) are estimated. These nonuser impacts are calculated in situations where the

transportation project could have significant impacts on the community or as required by law.

Evaluation of Alternatives

The purpose of the evaluation phase is to determine how well each alternative will achieve the

objectives of the project as defined by the criteria. The performance data produced in the analysis phase are

used to compute the benefits and costs that will result if the project is selected. In cases where the results

81
cannot be reduced to a single monetary value, a weighted ranking for each alternative might be produced

and compared with other proposed projects. In situations where there are many criteria, particularly in an

environmental analysis, the results can be shown in a cost-effectiveness matrix (for example, project cost

versus number of homes displaced) that will furnish a better understanding as to how each alternative

performs for each of the criteria and at what cost. The results can be plotted to provide a visual comparison

of each alternative and its performance.

Choice of Project

Project selection is made after considering all the factors involved. In a simple situation. for example,

where the project has been authorized and is in the design phase, a single criterion (such as cost) might be

used and the chosen project would be the one with the lowest cost. With a more complex project, however,

many factors have to be considered. And selection is based on how the results are perceived by those

involved in decision-making. If the project involves the community, it may be necessary to hold additional

public hearings. A bond issue or referendum may be required.

It is possible that none of the alternatives will meet the criteria or standards, and additional

investigations will be necessary. The transportation engineer, who participates in the planning process, may

have developed a strong opinion as to which alternative to select. Such bias could result in the early

elimination of promising alternatives or the presentation to decision-makers of inferior projects. if the engineer

is acting professionally and ethically, he or she will perform the task such that the appropriate information is

provided to make an informed choice and that every feasible alternative has been considered.

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Specification and Construction

Once the transportation project has been selected, the project moves into a detailed design phase

in which each of the components of the facility is specified. For a transportation facility, this involves its

physical location. Geometric dimensions, and structural configuration. Design plans are produced that can

be used by contractors to estimate the cost of building the project. When a construction firm is selected, these

plans will be the basis on which the project will be built.

Trip Generation

Trip Generation is the first step in the conventional four-step transportation forecasting process (followed by

Destination Choice, Mode Choice, and Route Choice), widely used for forecasting travel demands. It predicts

the number of trips originating in or destined for a particular traffic analysis zone.

Every trip has two ends, and we need to know where both of them are. The first part is determining how many

trips originate in a zone and the second part is how many trips are destined for a zone. Because land use

can be divided into two broad category (residential and non-residential) we have models that are household

based and non-household based (e.g. a function of number of jobs or retail activity).

For the residential side of things, trip generation is thought of as a function of the social and economic

attributes of households (households and housing units are very similar measures, but sometimes housing

units have no households, and sometimes they contain multiple households, clearly housing units are easier

to measure, and those are often used instead for models, it is important to be clear which assumption you

are using).

83
At the level of the traffic analysis zone, the language is that of land uses "producing" or attracting trips, where

by assumption trips are "produced" by households and "attracted" to non-households. Production and

attractions differ from origins and destinations. Trips are produced by households even when they are

returning home (that is, when the household is a destination). Again it is important to be clear what

assumptions you are using.

Trip Distribution

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 1 2 3 Z

1 T11 T12 T13 T1Z

2 T21

3 T31

Z 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.

84
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.

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)

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

85
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).

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:

86
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.

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

87
Mode Choice

Mode choice is that aspect of the demand analysis process that determines the number (or

percentage) of trips between zones that are made by automobile and by transit The selection of one mode

or another is a complex process that depends on factors such as the travelers income, the availability of

transit service or auto ownership. And the relative advantages of each mode in terms of travel time. Cost,

comfort, convenience, and safety. Mode choice models attempt to replicate the relevant characteristics of

the traveler. The transportation system, and the trip itself, such that a realistic estimate of the number of trips

by each mode for each zonal pair is obtained. A discussion of the many mode choice models is beyond the

scope of this chapter, and the interested student should refer to sources cited.

The choice of transport mode is one of the most important classic models in transport planning. This

is because of the key role played by public transport in policy making Public Transport modes make use of

road space more efficiently then private transport Also they have more social benefits like if more people

begin to use public transport, there will be less congestion on the roads and the accident will be less again.

In public transport, we can travel with low cost. In addition, the fuel is used more efficiently main

characteristics of public transport is that they will have some particular schedule and frequency.

On the other hand, private transport is highly flexible. It provides more comfortable and confident

travel. It has better accessibility also

88
Types of Mode Choice Models

Since public transportation is a vital transportation component in urban areas, mode choice

calculations typically involve distinguishing trip interchanges as either auto or transit. Depending on the level

89
of detail required, three types of transit estimating procedures are used: (1) direct generation of transit trips,

(2) use of trip end models, and (3) trip interchange modal split models.

1) Direct Generation Models

Transit trips can be generated directly, by estimating either total person trips or auto driver trips.

Figure below is a graph that illustrates the relationship between transit trips per day per 1000 population and

persons per acre versus auto ownership. As density of population increases, it can be expected that transit

riding will also increase for a given level of auto ownership.

This method assumes that the attributes of the system are not relevant. Factors such as travel time.

cost. and convenience are not considered. These so-called "pretrip" distribution models apply when transit

service is poor and riders are "captive," or when transit service is excellent and "choice" clearly favors transit.

When highway and transit modes "compete" for auto riders then system factors are considered.
Transit Trips/Day/1000 Population

0 autos/HH
600

400
1 auto/HH

200

0
50 100 150 200
Person/Acre

90
2) Trip End Models

To determine the percentage of total person or auto trips that will use transit estimates are made

prior to the trip distribution phase based on land-use or socioeconomic characteristics of the zone. This

method does not incorporate the quality of service.

The procedure follows:

1. Generate total person trip productions and attractions by trip purpose

2. Compute the urban travel factor.

3. Determine the percentage of these trips by transit using a mode choice curve.

4. Apply auto occupancy factors.

5. Distribute transit and auto trips separately.

The mode choice model shown in Figure below is based on two factors: households per auto and

persons per square mile. The product of these variables is called the urban travel factor (UTF). Percentage

of travel by transit will increase in an S curve fashion as the UTF increases.

91
 100

Transit Mode Split (%)

75

50

25

10 20 30 40 50 60
1 ℎ𝑜𝑢𝑠𝑒ℎ𝑜𝑙𝑑 𝑝𝑒𝑟𝑠𝑜𝑛𝑠
𝑈𝑟𝑏𝑎𝑛 𝑇𝑟𝑎𝑣𝑒𝑙 𝐹𝑎𝑐𝑡𝑜𝑟 = ( 𝑥 )
1000 𝑎𝑢𝑡𝑜 𝑚𝑖2

3) Trip Interchange Models

In this method, system level-of-service variables are considered, including relative travel time.

Relative travel cost, economic status of the trip maker, and relative travel service. An example of this

procedure is illustrated using the QRS method which takes account of service parameters in estimating mode

choice. The QRS method is based on the following relationship.

Formula:

−𝑏 𝑏
𝐼𝑖𝑗𝑡 𝐼𝑖𝑗𝑡
𝑀𝑆𝑎 = −𝑏 −𝑏 𝑥 100 𝑜𝑟 𝐼𝑏 + 𝐼𝑏
𝐼𝑖𝑗𝑎 + 𝐼𝑖𝑗𝑎 𝑖𝑗𝑎 𝑖𝑗𝑎

𝑀𝑆𝑎 = (1 − 𝑀𝑆𝑎) 𝑥 100

92
Where:

MSt = Proportion of trips between zone i and j using transit

MSa = Proportion of trips between zone i and j using auto

Iijm = A value referred to as the impedance of travel of mode m, between i and j, which is a measure of the

total cost of the trip. [Impedance = (in vehicle time min) + (2.5 X excess time min) + (3 X trip cost. $ / income

earned/min).]

b = An exponent, which depends on trip purpose

m = t for transit mode; a for auto mode

In-vehicle time is time spent traveling in the vehicle, and excess time is time spent traveling but not

in the vehicle, including waiting for the train or bus and walking to the station. The impedance value is

determined for each zone pair and represents a measure of the expenditure required to make the trip by

either auto or transit. The data required for estimating mode choice include (1) distance between zones by

auto and transit, (2) transit fare, (3) out-of-pocket auto cost, (4) parking cost, (5) highway and transit speed,

(6) exponent values, b, (7) median income, and (8) excess time, which includes the time required to walk to

a transit vehicle and time waiting or transferring. Assume that the time worked per year is 120,000 min.

93
4) Logit Models

An alternative approach used in transportation demand analysis is to consider the relative utility of

each mode as a summation of each modal attribute then the choice of a mode is expressed as a probability

distribution For example, assume that the utility of each mode is

Formula:

𝑈𝑥 = ∑𝑖=1
𝑛 𝑎𝑖𝑋𝑖

Where

Ux = Utility of mode x

n = Number of attributes

Xi = Attribute value (time, cost, and so forth)

ai = Coefficient value for attributes i (negative, since the values are disutility)

If two modes, auto (A) and transit (T), are being considered, the probability of selecting the auto

mode A can be written as

100
% USING TRANSIT

50

94
 Formula:

𝑒𝑈 𝐴
𝑃(𝐴) =
𝑒𝑈𝐴 + 𝑒𝑈𝑟

100

% USING TRANSIT 50

This form is called the legit model, as illustrated in Figure and provides a convenient way to compute

mode choice. Choice models are utilized within the urban transportation planning process, in transit marketing

studies, and to directly estimate travel demand.

5) Borrowing Utility Functions from Other Sources

If a utility function such as that shown in equation is not available, then the coefficients for the function either

may be borrowed from another source or derived from survey data, To the extent that the selection of a mode

is governed by its in-vehicle travel time. Out-of-vehicle travel time, and cost, a utility function may be written

as:

Utilityi= b (IV IT) + c (OVIT) + d (COST)

Where:

Utilityi = Utility function for mode i

95
IVIT = In-vehicle travel time (min)

OVIT = Out-of-vehicle travel time (min)

COST = Out-of-pocket cost (cents)

The following approach for calibrating the coefficients b. c. and d in Equation are based on methods published

in NCHRP Report 365.

*In-vehicle travel time (IVTT) has a coefficient of b = 0.025

*Out-of-vehicle travel time has a coefficient of c = 0.050 which reflects the observation that time

waiting for a vehicle is perceived to be twice as great as time spent inside a moving vehicle

*Cost coefficient d is computed as follows:

Formula:

(𝑏)(1248)
𝑑 =
(𝑇𝑉𝑃)(𝐴𝐼)

Where

TVP = The ratio of (value of one hour travel time)/(hourly employment rate). In the absence of other data

TVP = 0.30

AI = the average annual regional household income, ($) 1248 is the factor that converts $/yr to cents/min.

6) Modifying a Logit Model for Changes in Service Parameters

96
 If the value of the IVTT, OVTT, or COST parameters has changed, then the new mode share (P'i)

can be calculated from the original mode share Pi and the change in the utility function value as shown in

Equation below. This property is useful because determination of (P' i ) does not require knowledge of the

mode specific constant ai. Since the a values cancel when calculating Aui, the difference between utility

functions values, Ui - new and Ui - old in Equation below is the incremental logit model and can be applied if

the mode is already in service. The incremental logit model cannot be used for new modes where prior data

to compute (Pi) are unavailable.

Formula:

𝑃 𝑒∆𝑢𝑖
𝑃 ′𝑖 = 𝑖
∑𝑖 𝑃𝑖𝑒∆𝑢𝑖

Where

P'i = Proportion using mode i after system changes

Pi = Proportion using mode i before system changes

∆ui = Difference in utility functions values, Ui — new - Ui -old

7) Calibrating Utility Functions with Survey Data

A second approach to determine utility function coefficients is to calibrate the coefficients based on

survey data using the method of maximum likelihood estimation. Software packages such as SAS and

ALOGIT are available that support maximum likelihood estimation and replace manual procedures presented

here.

97
Factors Influencing Choice of Mode:

Mode choice is that aspect of the demand analysis process that determines the number (or

percentage) of trips between zones that are made by automobile and by transit. The selection of one mode

or another is a complex process that depends on factors such as the traveler's income, the availability of

transit service or auto ownership, and the relative advantages of each mode in terms of travel time, cost,

comfort, convenience, and safety Mode choice models attempt to replicate the relevant characteristics of the

traveler, the transportation system, and the tnp itself, such that a realistic estimate of the number of trips by

each mode for each zonal pair is obtained. A discussion of the many mode choice models is beyond the

scope of this chapter, and the interested student should refer to sources cited.

1) Characteristics of the trip makers

A Car availability and/or ownership

B Possessions of driver's license

C Household structure

D. Income

E. Decision Needs

F. Residential Density

2) Characteristics of the Journey

A Trip Purpose

B. Time of day journey is undertaken

98
 C. Late trips

3) Characteristics of the Transport Facility

A. Quantitative Factors

*Relative travel time

*Relative Momentary Cost

*Availability and Cost of Parking

B. Quantitative Factors

*Comfort and Convenience

*Reliability and Regularities

*Protection and Security

99
 CHAPTER 3:

COMPUTATION USING THE DATA, INFORMATION AND METHODOLOGIES

Step 1 – Trip Generation

Survey of the City and three (3) municipalities

City, Current Trip Rate Survey ( 7 persons )

House

Hold 1 2 3 4 5 6 7

Malolos 1 2 2 2 4 5 6

City

Catmo 2 1 2 4 3 3 5

Rizal

San Mateo 1 2 3 5 4 4 3

San 1 2 5 4 3 4 2
Vicen
te
Rizal
Rodriguez-
2 1 3 3 4 5 2
Rizal

100
Trip Rate Equation

Y = bx + a

Based on the written in previous pages;

Zone Place Number of Population Number of

Households

1 Malolos 667,741 149,517

2 Catmon 311,845 70,891
3 San Mateo 288,956 64,160

4 San 44,436 6,374

Vicente
5 Rodriguez 205,255 47,733

For the values of X’s

Number of Population 677,741 𝑃𝑜𝑝𝑢𝑙𝑎𝑡𝑖𝑜𝑛
X1 = =
Number of Household 149,517 𝐻𝑜𝑢𝑠𝑒ℎ𝑜𝑙𝑑

𝑃𝑒𝑟𝑠𝑜𝑛
X1 = 4.35 ≅ 5
𝐻𝑜𝑢𝑠𝑒ℎ𝑜𝑙𝑑

Number of Population 311,845 𝑃𝑜𝑝𝑢𝑙𝑎𝑡𝑖𝑜𝑛

X2 = =
Number of Household 70,891 𝐻𝑜𝑢𝑠𝑒ℎ𝑜𝑙𝑑

𝑃𝑒𝑟𝑠𝑜𝑛
X2 = 4.4 ≅ 4
𝐻𝑜𝑢𝑠𝑒ℎ𝑜𝑙𝑑

Number of Population 288,956 𝑃𝑜𝑝𝑢𝑙𝑎𝑡𝑖𝑜𝑛

X3 = =
Number of Household 64,160 𝐻𝑜𝑢𝑠𝑒ℎ𝑜𝑙𝑑

𝑃𝑒𝑟𝑠𝑜𝑛
X3 = 4.5 ≅ 5
𝐻𝑜𝑢𝑠𝑒ℎ𝑜𝑙𝑑

Number of Population 44,436 𝑃𝑜𝑝𝑢𝑙𝑎𝑡𝑖𝑜𝑛

X4 = =
Number of Household 6,374 𝐻𝑜𝑢𝑠𝑒ℎ𝑜𝑙𝑑

101
 𝑃𝑒𝑟𝑠𝑜𝑛
X4 = 6.97 ≅ 7
𝐻𝑜𝑢𝑠𝑒ℎ𝑜𝑙𝑑

Number of Population 205,255 𝑃𝑜𝑝𝑢𝑙𝑎𝑡𝑖𝑜𝑛

X5 = =
Number of Household 47,733 𝐻𝑜𝑢𝑠𝑒ℎ𝑜𝑙𝑑

𝑃𝑒𝑟𝑠𝑜𝑛
X5 = 4.3≅ 4
𝐻𝑜𝑢𝑠𝑒ℎ𝑜𝑙𝑑

For the value of B:

(𝑛)(∑𝑥𝑦)−(∑𝑥)(∑𝑦)
B= Where :
(𝑛)(∑𝑥2)−(∑𝑥)2

N = 4 X 7 = 28 Households

(𝑛)(∑𝑥𝑦) −(∑𝑥) (∑𝑦)

B=
(𝑛)(∑𝑥2) −(∑𝑥)2

∑x = (4*1) + (4*2) + (4*3) + (4*4) + (4*5) + (4*6) + (4*7) ∑x = 112

∑𝑥2 = (4*12) + (4*22) + (4*32) + (4*42) + (4*52) + (4*62) + (4*72) ∑𝒙𝟐 = 560

∑y = 4 + 7 + 12 + 15 + 14 + 16 + 16 ∑y = 84

∑xy =

[(1*1) + (1*2) + (1*1) + (1*1)] + [(2*2)+(2*1)+ (2*2)+(2*2)] + [(3*2)+(3 *2)+ (3*3)+(3*5)] +

[(4*2) + (4*4) + (4*5) +(4*4)] + [(5*4) +(5*3) + (5*4) + (5*3)] + [(6*5) +(6*3) + (6*4) + (6*4)] + [(7*6)
+ (7*5) + (7*3) + (7*2)]

∑xy = 5 + 14 + 36 + 60 + 70 + 96 + 112 ∑xy = 393

Therefore,
(𝑛)(∑𝑥𝑦)−(∑𝑥)(∑𝑦)
B=
(𝑛)(∑𝑥2)−(∑𝑥)2

(28)(393)−(112)(84)
B=
(28)(560)−(112)2

B= 0.51

To determine a : use equation

102
 84 112
A = y – B(x) Where: y = ∑𝑦 = =3 ; x = = ∑𝑥 = =4
𝑛 28 𝑛 28

A = 3 – (0.51*4)

A = 0.96

Going back to the equation:

Y = bx + a

Y1 = bx + a

Y1 = (0.51) (5) + 0.96

Y1 = 3.51 Trips/Day/Hh

Y2 = bx + a

Y2 = (0.51) (4) + 0.96

Y2 = 3.0 Trips/Day/Hh

Y3 = bx + a

Y3 = (0.51) (5) + 0.96

Y3 = 3.51 Trips/Day/Hh

Y4 = bx + a

Y4 = (0.51) (7) + 0.96

Y4 = 4.53 Trips/Day/Hh

P1 = 3.51 (149, 517) P1 = 525 x 𝟏𝟎𝟑Trips / Day

P2 = 3 (70,891) P2 = 213 x 𝟏𝟎𝟑Trips / Day

P3 = 3.51 (64,160) P3 = 225 x 𝟏𝟎𝟑Trips / Day

P4 = 4.53 (6,374) P4 = 29 x 𝟏𝟎𝟑Trips / Day

103
Step 2 – Trip Distribution

TRIP MATRIX

PRODUCTION / ATTRACTION TABLE ( X𝟏𝟎𝟑 TRIPS / DAY)

ZONE 1 2 3 4 TOTAL

PRODUCTION 525 213 225 29 992

ATTRACTION 598 200 228 26 992

TRAVEL TIME MATRIX (MIN)

ZONE 1 2 3 4

1 1 4 3 1

2 7 2 6 3

3 2 2 3 6

4 1 5 4 1

5 4 2 5 4

FRICTION FACTOR TABLE (F)

TRIAL FACTOR

104
 1 50

2 45

3 40

4 60

5 57

6 35

7 30

TRIP MATRIX ( CURRENT )

ZONE 1 2 3 4 ∑P

1 𝑇1−1 𝑇1−2 𝑇1−3 𝑇1−4 525

2 𝑇2−1 𝑇2−2 𝑇2−3 𝑇2−4 213

3 𝑇3−1 𝑇3−2 𝑇3−3 𝑇3−4 225

4 𝑇4−1 𝑇4−2 𝑇4−3 𝑇4−4 29

∑A 424 316 210 42 992

𝑇1−1 = 525 [ 424 ∗ 50 ] = 219.7

(424 ∗ 50) + (316 ∗ 60) + (210 ∗ 40) + (42 ∗ 50)

𝑇1−2 = 525 [ 316 ∗ 60 ] = 196.49

(424 ∗ 50) + (316 ∗ 60) + (210 ∗ 40) + (42 ∗ 50)

𝑇1−3 = 525 [ 210 ∗ 40 ] = 87.05

(424 ∗ 50) + (316 ∗ 60) + (210 ∗ 40) + (42 ∗ 50)
42 ∗ 50
𝑇1−4 = 525 [ ] = 21.76
(424 ∗ 50) + (316 ∗ 60) + (210 ∗ 40) + (42 ∗ 50)

105
 424 ∗ 30
𝑇2−1 = 213 [ ] = 75.32
(424 ∗ 30) + (316 ∗ 45) + (210 ∗ 35) + (42 ∗ 40)
316 ∗ 45
𝑇2−2 = 213 [ ] = 84.21
(424 ∗ 30) + (316 ∗ 45) + (210 ∗ 35) + (42 ∗ 40)

210 ∗ 35
𝑇2−3 = 213 [ ] = 43.52
(424 ∗ 30) + (316 ∗ 45) + (210 ∗ 35) + (42 ∗ 40)
42 ∗ 40
𝑇2−4 = 213 [ ] = 8.70
(424 ∗ 30) + (316 ∗ 45) + (210 ∗ 35) + (42 ∗ 40)
424 ∗ 45
𝑇3−1 = 225 [ ] = 77.35
(424 ∗ 45) + (316 ∗ 45) + (210 ∗ 40) + (42 ∗ 35)
316 ∗ 45
𝑇3−2 = 225 [ ] = 74.11
(424 ∗ 45) + (316 ∗ 45) + (210 ∗ 40) + (42 ∗ 35)
210 ∗ 40
𝑇3−3 = 225 [ ] = 43.78
(424 ∗ 45) + (316 ∗ 45) + (210 ∗ 40) + (42 ∗ 35)
42 ∗ 35
𝑇3−4 = 225 [ ] = 7.66
(424 ∗ 45) + (316 ∗ 45) + (210 ∗ 40) + (42 ∗ 35)

424 ∗ 50
𝑇4−1 = 29 [ ] = 11.4
(424 ∗ 50) + (316 ∗ 57) + (210 ∗ 60) + (42 ∗ 50)

𝑇 316 ∗ 57
= 29 [ ] = 9.69
4−2 (424 ∗ 50) + (316 ∗ 57) + (210 ∗ 60) + (42 ∗ 50)
210 ∗ 60
𝑇4−3 = 29 [ ] = 6.78
(424 ∗ 50) + (316 ∗ 57) + (210 ∗ 60) + (42 ∗ 50)

42 ∗ 50
𝑇4−4 = 29 [ ] = 1.13
(424 ∗ 50) + (316 ∗ 57) + (210 ∗ 60) + (42 ∗ 50)

106
 TRIP MATRIX

ZONE 1 2 3 4 ∑P

1 219.70 196.49 87.05 21.76 525

2 75.32 82.421 43.52 8.70 213

3 77.35 74.11 43.78 7.66 225

4 11.40 9.69 6.78 1.13 29

∑A 393.77 364.5 181.13 39.25 992

SOLUTION 2 :
383.77 ∗ 50
𝑇1−1 = 525 [ ] = 200.41
(383.77 ∗ 50) + (364.5 ∗ 60) + (181.13 ∗ 40) + (39.25 ∗ 50)
364.5 ∗ 60
𝑇1−2 = 525 [ ] = 229.41
(383.77 ∗ 50) + (364.5 ∗ 60) + (181.13 ∗ 40) + (39.25 ∗ 50)
181.13 ∗ 40
𝑇1−3 = 525 [ ] = 75.67
(383.77 ∗ 50) + (364.5 ∗ 60) + (181.13 ∗ 40) + (39.25 ∗ 50)
39.25 ∗ 50
𝑇1−4 = 525 [ ] = 20.5
(383.77 ∗ 50) + (364.5 ∗ 60) + (181.13 ∗ 40) + (39.25 ∗ 50)
383.77 ∗ 30
𝑇2−1 = 213 [ ] = 200.41
(383.77 ∗ 30) + (364.5 ∗ 45) + (181.13 ∗ 35) + (39.25 ∗ 40)
364.5 ∗ 45
𝑇2−2 = 213 [ ] = 97.52
(383.77 ∗ 30) + (364.5 ∗ 45) + (181.13 ∗ 35) + (39.25 ∗ 40)
181.13 ∗ 35
𝑇2−3 = 213 [ ] = 37.69
(383.77 ∗ 30) + (364.5 ∗ 45) + (181.13 ∗ 35) + (39.25 ∗ 40)

39.25 ∗ 30
𝑇2−4 = 213 [ ] = 9.33
(383.77 ∗ 30) + (364.5 ∗ 45) + (181.13 ∗ 35) + (39.25 ∗ 40)

107
 383.77 ∗ 45
𝑇3−1 = 225 [ ] = 91.88
(383.77 ∗ 45) + (364.5 ∗ 45) + (181.13 ∗ 40) + (39.25 ∗ 35)
364.5 ∗ 45
𝑇3−2 = 225 [ ] = 87.27
(383.77 ∗ 45) + (364.5 ∗ 45) + (181.13 ∗ 40) + (39.25 ∗ 35)
181.13 ∗ 40
𝑇3−3 = 225 [ ] = 38.55
(383.77 ∗ 45) + (364.5 ∗ 45) + (181.13 ∗ 40) + (39.25 ∗ 35)
39.25 ∗ 35
𝑇3−4 = 225 [ ] = 7.31
(383.77 ∗ 45) + (364.5 ∗ 45) + (181.13 ∗ 40) + (39.25 ∗ 35)

383.77 ∗ 50
𝑇4−1 = 29 [ ] = 8.28
(383.77 ∗ 50) + (364.5 ∗ 57) + (181.13 ∗ 60) + (39.25 ∗ 50)
364.5 ∗ 57
𝑇4−2 = 29 [ ] = 12.81
(383.77 ∗ 50) + (364.5 ∗ 57) + (181.13 ∗ 60) + (39.25 ∗ 50)
181.13 ∗ 60
𝑇4−3 = 29 [ ] = 6.70
(383.77 ∗ 50) + (364.5 ∗ 57) + (181.13 ∗ 60) + (39.25 ∗ 50)
39.25 ∗ 50
𝑇4−4 = 29 [ ] = 1.21
(383.77 ∗ 50) + (364.5 ∗ 57) + (181.13 ∗ 60) + (39.25 ∗ 50)

TRIP MATRIX

ZONE 1 2 3 4 ∑P

1 200.41 228.41 75.67 20.50 525

2 68.45 97.52 37.69 9.33 213

3 91.88 87.27 38.55 7.31 225

4 8.28 12.81 6.70 1.21 29

∑A 369.92 426.01 158.61 38.35 992

PASSED !!

108
Step 3 – Mode Choice

1) Average Annual Daily Traffic

For Malolos City (Zone 1)

Given:

No. of vehicles in a year = 300,000 Vehicles

300,00 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
AADT =
365 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AADT = 𝟖𝟐𝟐
𝒅𝒂𝒚

For Catmon Rizal (Zone

2) Given:

No. of vehicles in a year = 200,000 Vehicles

200,00 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
AADT =
365 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AADT = 𝟓𝟒𝟖
𝒅𝒂𝒚

For San Mateo (Zone 3)

Given:

No. of vehicles in a year = 160,000 Vehicles

160,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
AADT =
365 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AADT = 𝟒𝟑𝟗
𝒅𝒂𝒚

109
For San Vicente-Rizal

(Zone 4) Given:

No. of vehicles in a year = 90,000 Vehicles

300,00 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
AADT =
365 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AADT = 𝟐𝟒𝟕
𝒅𝒂𝒚

For Rodriguez-Rizal (Zone 5)

Given:

No. of vehicles in a year = 140,000 Vehicles

140,00 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
AADT =
365 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AADT = 𝟑𝟖𝟒
𝒅𝒂𝒚

2) Average Annual Weekly Traffic (AAWT)

For Malolos City (Zone 1)

Given:

No. of vehilces in a year = 200,000 vehicles

Weekdays = 5 days/week

Regular number of days without considering weekends = 260 Days

200,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
AAWT =
260 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AAWT = 769
𝒅𝒂𝒚

110
For Catmon (Zone 2) Given:

No. of version in a year = 100,000 vehicles

Weekdays = 5 days/week

Regular number of days without considering weekends = 260 Days

100,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
AAWT =
260 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AAWT = 385
𝒅𝒂𝒚

For San Gabriel (Zone 3)

Given:

No. of version in a year = 60,000 vehicles

Weekdays = 5 days/week

Regular number of days without considering weekends = 260 Days

60,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
AAWT =
260 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AAWT = 231
𝒅𝒂𝒚

For San-Vicente (Zone 5)

Given:

No. of version in a year = 50,000 vehicles

Weekdays = 5 days/week

Regular number of days without considering weekends = 260 Days

50,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
AAWT =
260 𝑑𝑎𝑦𝑠

111
 𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AAWT = 192
𝒅𝒂𝒚

3) Average Daily Traffic (ADT)

Regular Year

January = 31 days

February = 28 days

March = 31 days

April = 30 days

May = 31 days

June = 30 days

Total = 181 Days

For Malolos City (Zone 1)

Given:

No. of vehicles in a half year (6months) = 150,000 vehicles

150,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
ADT =
181 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
ADT = 829
𝒅𝒂𝒚

For Catmon (Zone 2)

Given:

No. of vehicles in a half year (6months) = 100,000 vehicles

100,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
ADT =
181 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
ADT = 553
𝒅𝒂𝒚

112
For San Gabriel (Zone 3)

Given:

No. of vehicles in a half year (6months) = 80,000 vehicles

80,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
ADT =
181 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
ADT = 442
𝒅𝒂𝒚

For San Vicente-Rizal

(Zone 4) Given:

No. of vehicles in a half year (6months) = 45,000 vehicles

45,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
ADT =
181 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
ADT = 249
𝒅𝒂𝒚

For Rodriguez-Rizal (Zone 5)

Given:

No. of vehicles in a half year (6months) = 65,000 vehicles

65,000 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
ADT =
181 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
ADT = 359
𝒅𝒂𝒚

113
4) Average Weekday Traffic (AWT)

Weekdays = 181 days – (8 days X 6 months) = 133 days

For Malolos City (Zone 1)

Given:

No. of vehicles in a half year (6 months) = 110,000 vehicles

110,000 𝑣𝑒ℎ𝑖𝑐𝑒𝑠
AWT =
133 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AWT = 828
𝒅𝒂𝒚

For Catmon (Zone 2)

Given:

No. of vehicles in a half year (6 months) = 73,000 vehicles

73,000 𝑣𝑒ℎ𝑖𝑐𝑒𝑠
AWT =
133 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AWT = 549
𝒅𝒂𝒚

For San-Gabriel (Zone 3)

Given:

No. of vehicles in a half year (6 months) = 58,400 vehicles

58,400 𝑣𝑒ℎ𝑖𝑐𝑒𝑠
AWT =
133 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AWT = 440
𝒅𝒂𝒚

114
For San Vicente-Rizal

(Zone 4) Given:

No. of vehicles in a half year (6 months) = 32,840 vehicles

32,840 𝑣𝑒ℎ𝑖𝑐𝑒𝑠
AWT =
133 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AWT = 247
𝒅𝒂𝒚

For Rodriguez-Rizal (Zone 5)

Given:

No. of vehicles in a half year (6 months) = 50,000 vehicles

50,000 𝑣𝑒ℎ𝑖𝑐𝑒𝑠
AWT =
133 𝑑𝑎𝑦𝑠

𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔
AWT = 376
𝒅𝒂𝒚

115
 CHAPTER 4: PLANS

The following are recommendations for transportation planning:

•Multi-modal transportation planning should have integrated institutions, networks, stations, user information,

and fare payment systems.

• Consider a variety of transportation improvement options, including improvements to various modes, and

mobility management strategies such as pricing reforms and smart growth land use policies Consider various

combinations of these options, such as public transport improvements plus supportive mobility management

strategies.

• Consider all significant impacts, including long-term, indirect and non-market impacts such as equity and

land use changes. This should at least include:

•Congestion •Pollution emissions

•Roadway costs •Equity impacts

•Parking costs •Physical fitness and health

•Consumer costs •Land use development impacts

•Traffic accidents •Community livability

•Quality of access for non-drivers

•Energy consumption

• Impacts that cannot be quantified and monetized (measured in monetary values) should be described.

116
• Multi-modal comparisons should be comprehensive and marginal, and should account for factors such as

transit system economies of scale and scope. • Special consideration should be given to transport system

connectivity, particularly connections between modes, such as the quality of pedestrian and cycling access

to transit stops and stations.

• Special consideration should be given to the quality of mobility options available to people who are physically

or economically disadvantaged, taking into account universal design (the ability of transport systems to

accommodate people with special needs such as wheelchair users and people with wheeled luggage) and

affordability.

• Indicate impacts with regard to strategic objectives, such as long-range land use and economic

development.

• Use comprehensive transportation models that consider multiple modes, generated traffic impacts (the

additional vehicle traffic caused by expansion of congested roadways), and the effects of various mobility

management strategies such as price changes, public transit service quality improvements and land use

changes.

• People involved in transportation decision-making (public officials, planning professionals and community

members) should live without using a personal automobile for at least two typical weeks each year that

involve normal travel activities (commuting, shopping, social events, etc.) in order to experience the non-

automobile transportation system

117
 The process of transportation planning involves the elements of situation and problem definition,

search for solutions and performance analysis, as well as evaluation and choice of project. The process is

useful for describing the effects of a proposed transportation alternative and for explaining the benefits to the

traveler of a new transportation system and its impacts on the community. The highway and traffic engineer

is responsible for developing forecasts of travel demand, conducting evaluations based on economic and

noneconomic factors, and identifying alternatives for short-, medium-, and long-range purposes.

118
 CHAPTER 5

TABLES / CHARTS / GRAPHS

DESIGN INPUT DATA:

Province: RIZAL

Region REGION IV-A Code 040000000

Province RIZAL Code 045800000

Registered Voters (2010): Income Classification: 1st

1,256,486 Class

Municipalities and Cities

Population Land Area

Income District Registered
Name Code (as of May 1, (as of 2007,
Class (2013) Voters 1(2010)

2010) in hectares)

1. ANGONO 045801000 1st 1st 65,460 102,407 2,622

2. CITY OF
045802000 1st 2LD 315,630 677,741 30,610
MALOLOS

119
3. BARAS 045803000 4th 2nd 19,127 32,609 8,493

4. BINANGONAN 045804000 1st 1st 126,981 249,872 6,634

5. CAINTA 045805000 1st 1st 136,857 311,845 4,299

6. CARDONA 045806000 3rd 2nd 28,498 47,414 2,856

7. JALAJALA 045807000 4th 2nd 18,296 30,074 4,412

8. RODRIGUEZ
045808000 1st 2nd 139,017 280,904 17,265
(MONTALBAN)

9. MORONG 045809000 2nd 2nd 32,051 52,194 3,758

10. PILILLA 045810000 1st 2nd 31,733 59,527 6,995

11. SAN
045811000 1st 2nd 109,153 205,255 5,509
MATEO

12. SAN 045812000 1st 2nd 53,163 98,879 20,000

VICENTE

13. CATMON 045813000 1st 1st 154,507 288,956 3,880

14. TERESA 045814000 2nd 2nd 26,013 47,163 1,861

120
ODE 040000000

PROVINCE RIZAL CODE 045800000

MUNICIPALITY / CITY CITY OF MALOLOS CODE 045802000

INCOME CALSSIFICATION 1ST CLASS REGISTERED VOTERS (2010) = 315,630

POPULATION AS OF MAY 1, 2010 = 677,741

DISTRICT = 2LD

BARANGAYS ( NUMBER = 16)

NAME CODE URBAN / RURAL POPULATION AS OF

(MAY 1, 2010)

CALAWIS 045802001 URBAN 4,252

CUPANG 045802002 URBAN 84,187

DELA PAZ (Pob.) 045802003 URBAN 61,281

MAYAMOT 045802004 URBAN 49,073

SAN ISIDRO (Pob.) 045802007 URBAN 57,446

SAN JOSE (Pob.) 045802008 URBAN 88,222

SAN ROQUE (Pob.) 045802009 URBAN 52,343

MAMBUGAN 045802010 URBAN 48,247

BAGONG NAYON 045802011 URBAN 45,152

BEVERLY HILLS 045802012 URBAN 1,590

DALIG 045802013 URBAN 45,805

INARAWAN 045802014 URBAN 18,026

SAN JUAN 045802015 URBAN 8,488

SAN LUIS 045802016 URBAN 48,780

121
 SANTA CRUZ 045802017 URBAN 55,025

MUNTING DILAW 045802018 URBAN 9,824

SURVEY HOUSEHOLD PER MUNICIPALITIES

REGION REGION IV – A (CALABARZON) CODE 040000000

PROVINCE RIZAL CODE 045800000

MUNICIPALITY / CITY MARIKINA CODE 045802000

INCOME CALSSIFICATION 1ST CLASS REGISTERED VOTERS (2010) = 136,857

POPULATION AS OF MAY 1, 2010 = 311, 845

DISTRICT = 1

BARANGAYS ( NUMBER = 7)

NAME CODE URBAN / RURAL POPULATION AS OF

(MAY 1, 2010)

SAN ANDRES (Pob.) 045805014 URBAN 93,453

SAN ISIDRO 045805015 URBAN 66,341

SAN JUAN 045805016 URBAN 96,144

SAN ROQUE 045805017 URBAN 8,230

SANTA ROSA 045805018 URBAN 1,598

SANTO NINO 045805019 URBAN 5,948

122
 SANTO DOMINGO 045805020 URBAN 40,131

SURVEY HOUSEHOLD PER MUNICIPALITIES

REGION REGION IV – A (CALABARZON) CODE 040000000

PROVINCE RIZAL CODE

045800000

MUNICIPALITY / CITY CATMON CODE 045813000

INCOME CALSSIFICATION 1ST CLASS REGISTERED VOTERS (2010) = 154,507

POPULATION AS OF MAY 1, 2010 = 288,9563

DISTRICT = 1ST

BARANGAYS ( NUMBER = 5)

NAME CODE URBAN / RURAL POPULATION AS OF

(MAY 1, 2010)

DOLORES (Pob.) 045813001 URBAN 60,731

MUZON 045813002 URBAN 26,189

SAN ISIDRO 045813003 URBAN 35,790

SAN JUAN 045813004 URBAN 89,479

SANTA ANA 045813005 URBAN 76,767

123
Malolos City

124
125
San Mateo Rizal

126
127
Catmon Rizal

128
129
San Vicente Rizal

130
131
Rodriguez – Rizal

132
133