Manuscript Details

Manuscript number TRC_2019_191

Title Evaluation and Validation of Passenger Car Unit (PCU) for Jeepneys in
Heterogeneous Traffic in an Arterial Road using the Headway Method: The
Case of Taft Avenue, Metro Manila

Article type Research Paper

Abstract
Jeepney is a unique mode of public transportation which can only be found in the Philippines. Considering this
distinctiveness, the Passenger Car Unit (PCU) used for jeepneys based on the DPWH Department Order No. 22 is 1.5
and this value might be inappropriate since all the other PCU values used in other vehicles are based in the Highway
Capacity Manual which is mainly based in the USA database. The value of 1.5 seems randomly assigned wherein the
size of a typical jeepney was considered and not its overall impact and behavior in traffic. Furthermore, there are no
studies that show the calculation of PCU for jeepneys here in the Philippines. In this paper, headway method was used
to calculate the PCU values in Taft Avenue and validated the results in España Boulevard since both locations are
considered as major thoroughfares in Metro Manila and almost have the same road type. A PCU value of 1.5 for
jeepneys is acceptable but a higher PCU value not exceeding 1.7 should be considered, the value which was
estimated during a weekend where a higher number of jeepneys is present. The resulting PCU value along Taft
Avenue can be used by transportation engineers and planners in traffic impact assessment (TIA), traffic volume
estimation, road capacity analysis, and operational evaluation on traffic signals.

Keywords transportation; traffic; passenger car unit; jeepney; headway method; Taft
Avenue

Corresponding Author Patrick Gicale

Corresponding Author's Mapúa University

Institution

Order of Authors Patrick Gicale, Ma. Cristina Argete, Jermaine Molina

Suggested reviewers Cris Edward Monjardin, Alben Rome Bagabaldo, Jose Arnel Juan, Jocelyn
Buluran

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 Evaluation and Validation of Passenger Car Unit (PCU) for

Jeepneys in Heterogeneous Traffic

in an Arterial Road using the Headway Method:

The Case of Taft Avenue, Metro Manila

M.C.A. Argete1*, P.E.T. Gicale1, J.M. Molina1, A.R.B. Bagabaldo1

1School of Civil, Environmental and Geological Engineering,

Mapúa University, Muralla St., Intramuros, Manila 1002, Philippines

*Corresponding author E-mail: macrisgete@gmail.com; mcaargete@mymail.mapua.edu.ph

Abstract

Jeepney is a unique mode of public transportation which can only be found in the Philippines.

Considering this distinctiveness, the Passenger Car Unit (PCU) used for jeepneys based on the

DPWH Department Order No. 22 is 1.5 and this value might be inappropriate since all the other

PCU values used in other vehicles are based in the Highway Capacity Manual which is mainly

based in the USA database. The value of 1.5 seems randomly assigned wherein the size of a typical

jeepney was considered and not its overall impact and behavior in traffic. Furthermore, there are

no studies that show the calculation of PCU for jeepneys here in the Philippines. In this paper,

headway method was used to calculate the PCU values in Taft Avenue and validated the results in

España Boulevard since both locations are considered as major thoroughfares in Metro Manila and

almost have the same road type. A PCU value of 1.5 for jeepneys is acceptable but a higher PCU
value not exceeding 1.7 should be considered, the value which was estimated during a weekend

where a higher number of jeepneys is present. The resulting PCU value along Taft Avenue can be

used by transportation engineers and planners in traffic impact assessment (TIA), traffic volume

estimation, road capacity analysis, and operational evaluation on traffic signals.

Keywords: transportation, traffic, passenger car unit, jeepney, headway method, Taft Avenue

1. Introduction

Traffic in Metro Manila is heterogeneous in nature. It consists of different modes of

transportation. Commuters use bus, jeepneys, train, taxi, tri-cycle, and motorcycle as their daily

mode of transportation as it is cheap and accessible. In the past few years, passengers patronize

jeepneys more as it has the cheapest mode of transportation.

Jeepney is one of the modes of public transportation in the Philippines which is widely

used by commuters. In 1996 Metro Manila Transportation Demand, about 39.16% uses jeepney as

their mode of transportation because people choose to ride on what is cheap and accessible (Bacero

& Vergel, 2009). As years passed, traffic situation in the Philippines especially in Metro Manila

worsened as a rapid increase in number of jeepneys is needed to accommodate the increase of

demand. Being one of the major thoroughfares in Manila, Taft Avenue is one of the most congested

areas with numerous jeepneys having a level of service that is dropping every peak hour.

Low road level of service is an indication of a need to conduct a road development project.

Unfortunately, data used in these projects are most likely to be outdated especially the volume

capacity ratio. Volume Capacity Ratio (VCR) is defined as the ratio of volume and capacity of the

road. It is a parameter needed in the design of these projects. According to the DPWH Department
Order No. 22, the first step in solving the volume capacity ratio is the determination of Passenger

Car Equivalent Factor (PCEF) (DPWH, 2013).

Passenger Car Equivalent Factor (PCEF), also known as Passenger Car Unit (PCU), is the

corresponding value of a vehicle converted to a standard passenger car. In the 1965 U.S.A.,

Highway Capacity Manual, PCU is defined as the "the number of passenger cars displaced in the

traffic flow by a truck or a bus, under the prevailing roadway and traffic conditions." PCU is mainly

used to convert a heterogeneous traffic into a homogenous traffic by converting all types of

vehicles into a standard passenger car.

Numerous researches have been conducted to estimate a standard PCU value to all types

of vehicles especially in Asian countries given its heterogeneity compared to the US wherein

traffic is mostly dominated by passenger cars. The results of these studies vary from one another

due to factors such as lane width, number of lanes, road gradients, road side friction and driver's

behavior. Based on these factors, driver's behavior is the most dynamic factor and hard to quantify.

Because of this, it contributes to the difference of PCU values being generated in these studies.

According to the DPWH Department Order (DO) No. 22, the PCEF value for jeepney is

1.5. The basis of the department order is that "(it is) relatively slow-moving and frequently

stopping to load/unload passengers, particularly along heavy roadside friction areas (the heavier

the roadside friction the more the potential for passengers and therefore the more stops)." With

that notion, given that the road side friction in Metro Manila is medium to heavy, estimation of

VCR might not be conservative especially of jeepneys because these are a unique mode of

transportation. The U.S Highway Capacity Manual, which is the basis of DPWH DO No. 22,

doesn't have a specified PCU value for jeepney. The value 1.5 seems to be randomly assigned.

Also, there are no studies that show the estimation of the PCU values here in the Philippines. With
that, road design might not be accurate, and this will affect greatly on the level of service on the

road.

2. Methodology

The researchers conducted a 12-hour volume count along Taft Avenue on a weekday

(Friday) and weekend (Sunday) from 7AM to 7PM. The peak and non-peak hour were determined

afterwards which were used for conducting the headway method. The headways between car to

car, car to jeep, jeep to car, and jeep to jeep were recorded. Using the gathered data, the value of

PCU was calculated.

Input Process Output

Headway of Calculation Evaluation of
Vehicles of PCU PCU

Figure 1. Conceptual Framework

In choosing the research setting of the study, the researchers considered the following

factors: usual flow of traffic; number of lanes; type of road; road condition; weather; and day

The researchers conducted their study mainly in Taft Avenue, Manila specifically on the

corner of Quirino Avenue and Castro St. (Corner of Coreon Gate, Taft Avenue, Manila.) This

stretch of road, along Taft Avenue, has 4 lanes. The researchers chose this stretch as the road had

relatively moderate to high flow of traffic based on its 12-hour usual traffic projected at Google

traffic.
 Figure 2. 1:00PM Usual Friday Traffic @ Taft Avenue

For validation, the researchers conducted their study in España Boulevard, Manila. España

Boulevard also has 4 lanes. The researchers chose this stretch as the road has relatively moderate

to high flow of traffic based on its 12-hour usual traffic projected at Google traffic.

Figure 3. 1:00PM Usual Friday Traffic @ España Boulevard

The researchers performed headway with the use of video file and a stopwatch. In

conducting the headway method, the researchers needed to gather the necessary data, headway

between car to car (Ta), between car to jeepney (Tb), between jeepney to car (Tc), between jeepney

to jeepney (Td). Headway is the difference of time between the movements of two vehicles as it

passed through the imaginer’s line of sight.

 After determining the necessary headway of vehicles, the researchers will compute the

Passenger Car Unit (PCU) with the formula,

𝑀𝑑𝑎𝑑𝑗𝑢𝑠𝑡𝑒𝑑
𝑃𝐶𝑈 = (1)
𝑀𝑎𝑎𝑑𝑗𝑢𝑠𝑡𝑒𝑑

wherein Mdadjusted is the adjusted mean headway between jeepney to jeepney, and Maadjusted is the

adjusted mean headway between car to car (Saha et al., 2009). To solve for the adjusted headway

between jeepney to jeepney and car to car, Scraggs (1964) introduced a correction factor solved

by the formula:

𝑁𝑎𝑁𝑏𝑁𝑐𝑁𝑑(𝑀𝑎 ‒ 𝑀𝑏 ‒ 𝑀𝑐 + 𝑀𝑑)
𝑄= (2)
𝑁 𝑎 𝑁 𝑏 𝑁 𝑐 + 𝑁 𝑎 𝑁 𝑏 𝑁 𝑑 + 𝑁 𝑎 𝑁 𝑐𝑁 𝑑 + 𝑁 𝑏 𝑁 𝑐𝑁 𝑑

wherein 𝑁𝑎 is the total number of headway between car to car, 𝑁𝑏 is the total number of headway

between car to jeepney, 𝑁𝑐 is the total number of headway between jeepney to car, 𝑁𝑑 is the total

number of headway between jeepney to jeepney, 𝑀𝑎is the mean headway between car to car, 𝑀𝑏

is the mean headway between car to jeepney, 𝑀𝑐 is the mean headway between jeepney to car, and

𝑀𝑑 is the mean headway between jeepney to jeepney (Scraggs, 1964)(Saha et al., 2009).

Correction factor is introduced as the headway method follows the condition,

𝑀𝑎 + 𝑀𝑑 = 𝑀𝑏 + 𝑀𝑐 (3)

If the condition isn’t satisfied, the researchers will use the correction factor and will solve the

adjusted headway between jeepney to jeepney and headway between car to car through the

formula,

𝐶
𝑀𝑎𝑎𝑑𝑗𝑢𝑠𝑡𝑒𝑑 = 𝑀𝑎 ‒ 𝑁𝑎 (4)
 𝐶
𝑀𝑑𝑎𝑑𝑗𝑢𝑠𝑡𝑒𝑑 = 𝑀𝑑 ‒ 𝑁𝑑 (5)

3. Results and Discussion

The researchers conducted a 12-hour traffic volume count and recorded video clips of the

traffic flow from 7AM – 7PM on a weekday (Friday) and weekend (Sunday) along Taft Avenue

and España Boulevard to determine the peak hour and non-peak hour that would be taken into

consideration in performing the headway method.

Figure 4. 12-hr total volume count in Taft Avenue and España Boulevard (Weekday)

Fig. 4 shows the trend of the total volume count per hour based from the conducted 12-

hour traffic volume count survey on a weekday in Taft Avenue and España Boulevard. The volume

of traffic at España Boulevard is higher as compared to the volume of traffic in Taft Avenue, and

the road friction between the two differs from one another. The peak hour and non-peak hour in

Taft Avenue occur at 17:00-18:00 with a total volume count of 1679 vehicles and 8:00-9:00 with

1212 vehicles. The peak hour and non-peak hours in España occur at 7:00- 8:00 having a total

volume count of 2897 vehicles and 12:00 – 13:00 with 1757 vehicles.
 Figure 5. 12-hr total volume count in Taft Avenue and España Boulevard (Weekday)

Figure 4 shows the trend of the total volume count per hour based from the conducted 12-

hour traffic volume count survey on a weekend in Taft Avenue and España Boulevard,

respectively. The peak hour and non-peak hour occur at 15:00-16:00 having a total volume count

of 1271 vehicles and 7:00-8:00 with 914 vehicles. The peak hour and non-peak in España occur at

9:00 AM - 10:00 AM having a total volume count of 1702 vehicles and 18:00 – 19:00 with 1172

vehicles.

Figure 6. 12-hr total volume count in Taft Avenue (Weekday)

Fig. 6 shows the percentage of each vehicle based from the conducted 12-hour volume

count in Taft Avenue on a weekday. The others specified in the figure consist of tricycle, bicycle

and pedicab. Considering car and jeepney as the vehicles needed in conducting the headway

method, cars contribute a percentage of 53% with a total of 9569 units while jeepneys contribute
a percentage of 10% with a total of 1810 units. Overall, there are 17993 vehicles that passed

through the researchers’ line of sight in the 12-hour period.

Figure 7. 12-hr total volume count in Taft Avenue (Weekend)

Fig. 7 shows the percentage of each vehicle based from the conducted 12-hour volume

count in Taft Avenue on a weekend. Cars contribute a percentage of 57% with a total of 7958 units

while jeepneys contribute a percentage of 13% with a total of 1858 units. Overall, there are 13856

vehicles that passed through the researchers’ line of sight in the 12-hour period.

Figure 8. Vehicle Percentage in España Boulevard (Weekday)

Fig. 8 shows the percentage of each vehicle based from the conducted 12-hour volume

count in España Boulevard on a weekday. Cars contribute a percentage of 50% with a total of
12568 units while jeepneys contribute a percentage of 9% with a total of 2248 units. Overall, there

are 25278 vehicles that passed through the researchers’ line of sight in the 12-hour period.

Figure 9. Vehicle Percentage in España Boulevard (Weekend)

Fig. 9 shows the percentage of each vehicle based from the conducted 12-hour volume

count in España Boulevard on a weekend. Cars contribute a percentage of 47% with a total of 8537

units while jeepneys contribute a percentage of 14% with a total of 2567 units. Overall, there are

18085 vehicles that passed through the researchers’ line of sight in the 12-hour period.

Table 1. Sample Headway in Taft Avenue-Weekday (Peak Hour)

Period 𝑇𝑎 𝑇𝑏 𝑇𝑐 𝑇𝑑
17:00 – 18:00 car - car car - jeep jeep - car jeep - jeep
1 0.2 0.57 1 1.4
2 2.2 10.63 3.47 3.3
3 1.7 3.83 6.14 9.6
4 7.2 2.9 8.54 2.73
5 9.74 3.47 5.9 7.03
6 1.97 0.57 2.03 7.9
7 0.2 1.86 1.67 6.76
8 1.87 2.93 1.34 7.73
9 1.87 2.5 2.7 7.27
10 14.4 12.97 23.8 11.334
N 109 44 47 19
Mean 4.3576 4.2247 4.8829 6.2684
 Table 1 shows 10 headways of car to car, car to jeep, jeep to car, and jeep to jeep during

peak hour on a weekday in Taft Avenue but based on the video recording, the researchers have

collected 109 headways for car to car, 44 headways for car to jeep, 47 headways for jeep to car,

and 19 headways for jeep to jeep.

Here are some observations and interpretations of the recorded headway for 17:00-18:00:

 The traffic is free flowing when the traffic light is green.

 Almost half of the road is occupied with vehicles when the traffic light is signalized as

color red.

 There are cars that standby the left most lane and there are public vehicles that use the left

most lane as a drop off area especially jeepneys and UVs.

 The movement of cars is faster when compared to jeepneys.

Table 2. Sample Headway in España Boulevard – Weekday (Peak Hour)

Period 𝑇𝑎 𝑇𝑏 𝑇𝑐 𝑇𝑑
7:00 – 8:00 car - car car - jeep jeep - car jeep - jeep
1 0.13 0.17 0.2 0.07
2 0.63 4.96 2.64 1.14
3 4.95 1.48 0.87 6.09
4 0.57 1.7 0.68 2.8
5 3.58 2.26 1.57 1.11
6 1.45 1.49 3.47 1.79
7 0.76 0.53 0.54 1.8
8 1.64 0.76 1.93 3.34
9 3.56 2.56 1.33 1.73
10 5.56 5.93 8.07 6.8
N 130 66 57 44
Mean 1.4815 1.7127 1.6189 2.1270

Table 2 shows 10 headways of car to car, car to jeep, jeep to car, and jeep to jeep during

peak hour on a weekday in España Boulevard but based on the video recording, the researchers
have collected 130 headways for car to car, 66 headways for car-jeep, 57 headways for jeep to car,

and 44 headways for jeep-jeep.

Here are some observations and interpretations of the recorded headway for 7:00 AM –

8:00 AM:

 The traffic is free flowing.

 The stretch of the road is not yet congested since it is during the daytime.

 The two outer most lanes are mostly dedicated to public transportations (UV, jeepneys, and

bus) as a drop off area.

 Headways are smaller due to the fact that it is not yet congested. It increases if there are

some kinds of swerving that happen or vehicles that change lanes.

Table 4. Summary of PCU Calculation in España Boulevard.

TAFT AVENUE - WEEKDAY (PEAK HOUR)

𝑁𝑎 109 𝑀𝑎 4.357615
𝑁𝑏 44 𝑀𝑏 4.224773
𝑁𝑐 47 𝑀 𝑐 4.882979
𝑁𝑑 19 𝑀𝑑 6.268421
𝑄 14.349189
𝑇𝑎 𝑎𝑑𝑗𝑢𝑠𝑡𝑒𝑑 4.225971
𝑇𝑑 𝑎𝑑𝑗𝑢𝑠𝑡𝑒𝑑 5.513201
𝑷𝑪𝑼𝒋𝒆𝒆𝒑𝒏𝒆𝒚 1.304599
TAFT AVENUE - WEEKDAY (NON-PEAK HOUR)
𝑁𝑎 46 𝑀𝑎 2.452826
𝑁𝑏 24 𝑀𝑏 2.379167
𝑁𝑐 18 𝑀 𝑐 3.153333
𝑁𝑑 18 𝑀𝑑 3.299444
𝑄 1.259308
𝑇𝑎 𝑎𝑑𝑗𝑢𝑠𝑡𝑒𝑑 2.425449
𝑇𝑑 𝑎𝑑𝑗𝑢𝑠𝑡𝑒𝑑 3.229483
𝑷𝑪𝑼𝒋𝒆𝒆𝒑𝒏𝒆𝒚 1.331499
TAFT AVENUE - WEEKEND (PEAK HOUR)
𝑁𝑎 149 𝑀𝑎 2.282953
𝑁𝑏 64 𝑀 𝑏 3.036875
𝑁𝑐 76 𝑀𝑐 3.812632
 𝑁𝑑 24 𝑀𝑑3.26
𝑄 -16.932829
𝑇𝑎 𝑎𝑑𝑗𝑢𝑠𝑡𝑒𝑑 2.396596
𝑇𝑑 𝑎𝑑𝑗𝑢𝑠𝑡𝑒𝑑 3.965535
𝑷𝑪𝑼𝒋𝒆𝒆𝒑𝒏𝒆𝒚 1.654653
TAFT AVENUE - WEEKEND (NON-PEAK HOUR)
𝑁𝑎 187 𝑀𝑎 3.125989
𝑁𝑏 59 𝑀𝑏 4.684068
𝑁𝑐 62 𝑀𝑐 4.783871
𝑁𝑑 17 𝑀 𝑑 3.331765
𝑄 -30.953277
𝑇𝑎 𝑎𝑑𝑗𝑢𝑠𝑡𝑒𝑑 3.291515
𝑇𝑑 𝑎𝑑𝑗𝑢𝑠𝑡𝑒𝑑 5.152546
𝑷𝑪𝑼𝒋𝒆𝒆𝒑𝒏𝒆𝒚 1.565403

Table 3 shows the summary of the calculated PCU for jeepney in Taft Avenue with a total

of 219 and 106 headways on a weekday during peak hour and non-peak hour, respectively; and a

total of 313 and 325 headways on a weekend during peak hour and non-peak hour. The average

mean headway for jeep-jeep on all cases is greater than the average mean headway for car-car

which results to the computed PCU of 1.30, 1.33, 1.65, and 1.57 which is greater than the PCU for

car which is equal to 1.0.

Table 4. Summary of PCU Calculation in España Boulevard

ESPAÑA - WEEKDAY (PEAK HOUR)

𝑁𝑎 130 𝑀𝑎 1.4815
𝑁𝑏 66 𝑀𝑏 1.7127
𝑁𝑐 57 𝑀𝑐 1.6189
𝑁𝑑 44 𝑀 𝑑 2.1270
𝑄 4.387379
𝑇𝑎 𝑎𝑑𝑗𝑢𝑠𝑡𝑒𝑑 1.447789
𝑇𝑑 𝑎𝑑𝑗𝑢𝑠𝑡𝑒𝑑 2.027332
𝑷𝑪𝑼𝒋𝒆𝒆𝒑𝒏𝒆𝒚 1.400295
ESPAÑA - WEEKDAY (NON-PEAK HOUR)
𝑁𝑎 87 𝑀𝑎 1.5662
𝑁𝑏 23 𝑀𝑏 1.7826
𝑁𝑐 25 𝑀𝑐 1.8896
𝑁𝑑 18 𝑀 𝑑 2.5633
𝑄 3.038181
 𝑇𝑎 𝑎𝑑𝑗𝑢𝑠𝑡𝑒𝑑 1.531285
𝑇𝑑 𝑎𝑑𝑗𝑢𝑠𝑡𝑒𝑑 2.394545
𝑷𝑪𝑼𝒋𝒆𝒆𝒑𝒏𝒆𝒚 1.563748
ESPAÑA - WEEKEND (PEAK HOUR)
𝑁𝑎 73 𝑀𝑎 1.7209
𝑁𝑏 35 𝑀𝑏 2.3103
𝑁𝑐 46 𝑀𝑐 1.6691
𝑁𝑑 28 𝑀𝑑 1.8389
𝑄 -4.206919
𝑇𝑎 𝑎𝑑𝑗𝑢𝑠𝑡𝑒𝑑 1.778588
𝑇𝑑 𝑎𝑑𝑗𝑢𝑠𝑡𝑒𝑑 1.989175
𝑷𝑪𝑼𝒋𝒆𝒆𝒑𝒏𝒆𝒚 1.118402
ESPAÑA - WEEKEND (NON-PEAK HOUR)
𝑁𝑎 35 𝑀𝑎 1.3543
𝑁𝑏 24 𝑀𝑏 2.1425
𝑁𝑐 22 𝑀𝑐 1.6754
𝑁𝑑 26 𝑀 𝑑 1.8592
𝑄 -3.920997
𝑇𝑎 𝑎𝑑𝑗𝑢𝑠𝑡𝑒𝑑 1.466314
𝑇𝑑 𝑎𝑑𝑗𝑢𝑠𝑡𝑒𝑑 2.010038
𝑷𝑪𝑼𝒋𝒆𝒆𝒑𝒏𝒆𝒚 1.370810

Table 5 shows the summary of the calculated PCU for jeepney in España Boulevard with

a total of 297 and 153 headways on a weekday during peak hour and non-peak hour, respectively;

and a total of 182 and 107 headways on a weekend during peak hour and non-peak hour. The

average mean headway for jeep-jeep on all cases is greater than the average mean headway for

car-car which results to the computed PCU of 1.40, 1.56, 1.12, and 1.37 which is greater than the

PCU for car which is equal to 1.0.

Table 5. Summary of the calculated PCU of Jeepney in España Boulevard

 PCU OF JEEPNEY IN TAFT AVENUE AND
ESPAÑA BOULEVARD
DAY HOUR TAFT ESPAÑA
Peak 1.30 1.40
Weekday
Non-Peak 1.33 1.56
Peak 1.65 1.12
Weekend
Non-Peak 1.57 1.37
Mean 1.46 1.36

The calculated mean value for the PCU of jeepney is higher in Taft Avenue when compared

in España Boulevard. Given the data in vehicle percentage, the most numbered public

transportation in Taft Avenue is jeepney while in España Boulevard, UV has the most numbered

units. There are about 10% and 13% of jeepneys of the total volume count in Taft Avenue during

weekday and weekend while there are only about 8% and 13% of jeepneys of the total volume

count in España Boulevard during weekday and weekend.

In Taft Avenue, the PCU calculated during weekend is higher given the data that there are

about 70% of combined cars and jeepneys during weekend while there are about 63% during

weekday based on the conducted 12-hour volume count. Also, when the total headways are

combined during peak hour and non-peak hour, 512 headways are recorded during weekend while

there are only 325 headways on a weekday.

In España Boulevard, the PCU calculated during weekday is higher given the data that

there are about 14816 units of combined cars and jeepneys during weekday while there are about

11104 units during weekend based on the conducted 12-hour volume count.

During weekdays and weekends, the computed PCU is higher on its non-peak hour because

based on the recorded headways, the resulting mean headway for jeep to jeep (𝑀𝑑) during non-

peak hour is higher during the peak hour. When 𝑀𝑑 gets larger, the PCU gets higher since jeepney

is the vehicle that is being studied and being compared to a passenger car.
 All the calculated PCU values for jeepney along Taft Avenue on a weekend and weekday

during peak hour and non-peak hour are greater than the standard PCU value for car. This denotes

that the capacity of a jeepney when compared to a passenger car is higher considering the amount

of time that jeepney spent on a certain stretch of the road. A vehicle consuming longer time

contributes an impact on the traffic situation.

After calculating the values of PCU, comparison of computed PCU values in Taft Avenue

were conducted to test if the difference of the computed PCU values during peak hour is different

to the computed PCU values during non-peak hour. Following are the hypothesis in the T-Test:

Null Hypothesis: Computed PCU Values during Peak Hour and Non-Peak Hour have no

significant difference.

Alternative Hypothesis: Computed PCU Values during Peak Hour and Non-Peak Hour

have a significant difference.

Table 6. Results of a Paired T-Test for PH and NPH on the calculated PCU values

PH NPH
Mean
1.47962629 1.44845053
(Headway Method)
Variance 0.06126855 0.02735554
Hypothesized Mean
0
Difference
Degree of Freedom
1
(df)
T stat 0.53682355
P(T<=t) one-tail 0.34317805
t Critical one-tail 6.31375151
P(T<=t) two-tail 0.6863561
t Critical two-tail 12.7062047

Interpretation: Accept the Null Hypothesis. There is no significant difference between

computed PCU Values during Peak Hour and Non-Peak Hour in Taft Avenue, Metro Manila at
(5%) significance level. This signifies that the value of the computed PCU during peak hour and

non-peak hour has no difference.

The researchers also conducted a comparison of computed PCU Values in Taft Avenue

and España Boulevard to test if the PCU Values computed in Taft Avenue have no significant

difference compared to the computed PCU Values in España Boulevard. Following are the

hypothesis in the T-Test,

Null Hypothesis: Computed PCU Values in Taft Avenue, Manila and España Boulevard

have no significant difference.

Alternative Hypothesis: Computed PCU Values in Taft Avenue, Manila and España

Boulevard have a significant difference.

Table 7. Results of a Paired T-Test for Taft and España on the calculated PCU values

Taft Avenue España Boulevard

Mean
1.46403841 1.3633139
(Headway Method)
Variance 0.02986534 0.03385998
Hypothesized Mean
0
Difference
Degree of Freedom
3
(df)
T stat 0.59151931
P(T<=t) one-tail 0.29789304
t Critical one-tail 2.35336343
P(T<=t) two-tail 0.59578609
t Critical two-tail 3.18244630

Interpretation: Accept Null Hypothesis. There is no significant difference between

computed PCU Values in Taft Avenue, Manila and España Boulevard at (5%) significance level.

This signifies that the computed PCU values using the data at Taft Avenue and España Boulevard

are almost the same or doesn’t differ to one another.

 Lastly, comparison of computed PCU Values of Jeepneys in Taft Avenue and PCU Value

assigned for Jeepneys in DPWH DO. No. 22 were conducted to test if they have a significant

difference. Following are the hypothesis in the T-Test:

Null Hypothesis: Computed PCU Values in Taft Avenue is equal to PCU assigned for

Jeepneys.

Alternative Hypothesis: Computed PCU Values in Taft Avenue is greater than or less than

to PCU Value assigned for Jeepneys.

Table 8. Results of a One Sample T-Test for calculated and assigned PCU Value in DPWH DO No. 22

PCU Values in Taft

Mean (Experimental) 1.464038416
Variance 0.029865341
PCU Value of Jeepney in DPWH DO. No. 22 1.5
Degree of Freedom (df) 3
T stat -0.4161837
P(T<=t) one-tail 0.352628502
t Critical one-tail 2.353363435
P(T<=t) two-tail 0.705257003
t Critical two-tail 3.182446305

Interpretation: Accept Null Hypothesis. There is no significant difference between

computed PCU Values in Taft Avenue and PCU of Jeepneys assigned in DPWH DO. No. 22 at

(5%) significance level. This signifies that the PCU of Jeepneys assigned in DPWH DO. No. 22 is

acceptable to use given that the computed PCU value of Jeepneys at Taft Avenue doesn’t have a

significant difference.

4. Conclusion
 The existing PCU value for jeepneys of 1.5 as suggested by the DPWH DO No. 22 is

acceptable but for special conditions, especially when focusing on the traffic volume estimation

during peak hour, a higher PCU value not exceeding 1.7 should be considered, the value which

was estimated during a weekend where a higher number of jeepneys is present, as well as to ensure

a more conservative estimation of traffic count to anticipate the influx of vehicles and the overall

effect of jeepneys in traffic during the given period.

The resulting PCU estimation is inconsistent and one factor to be considered is the driver’s

behavior that affects the traffic flow. Some jeepney drivers occupy two lanes when they unload

passengers; some stop in the middle of the road to wait, load, and unload passengers; some cut in

and switch lanes; and some suddenly speed up. They are not disciplined enough and their behavior

is unpredictable which make these occurrences a major contributing factor to the traffic congestion

in Metro Manila.

Moreover, the calculated PCU value for jeepneys using headway method is directly

proportional to the time differences between jeep-jeep and indirectly proportional to the time

differences between car to car. When the headway in jeep to jeep is higher, the PCU would be

higher. When the headway in car-car is lower, the PCU would also be higher. Passenger-car is

always the basis in calculating a PCU value so when a vehicle is moving slower than a car, its

PCU value would be larger and in this study, all the calculated PCU are greater than the PCU of a

car.

During non-peak hour, jeepneys tend to wait longer on the road looking for passengers

which makes the headway bigger in value for jeepneys compared to a vehicle being followed. This

occurrence is one of the contributing factors that makes the estimated PCU value higher during
non-peak hours than peak hours. It is at the peak hour that jeepneys are near/at their passenger

capacity that leads to having lesser number of stops.

Using these suggested PCU value for jeepney of 1.7, transportation engineers will yield

conservative data to their traffic impact assessment, road capacity analysis, scheme modelling,

traffic volume estimation, and road design. With that, better traffic plan and road will be generated

which will help ease the traffic thus, commuter and driver will experience less delay, travel hours

will be shortened, and the economy will rise as transfer of goods will be fast.

5. Recommendation

The researchers recommend to quantify the effect of road friction to obtain an in-depth

explanation on the volume difference between Taft Avenue and España Boulevard in numerical

terms since road friction effect is mostly measured descriptively.

It is also suggested to establish an automated device or a programmed video recording that

could automatically record the different type of vehicles present in the area and input the time

difference between each type of vehicle as well as to obtain a more precise and accurate results.

Lastly, PCU values for distinct vehicles such as pedicabs, tricycles, and others that are

specially designed in the Philippines must be determined by using other methods in PCU

calculation to further validate the PCU values suggested by the DPWH DO No. 22 that are being

used in road development projects and transportation planning.

Acknowledgements
The researchers would like to express their deepest gratitude to God for bestowing strength and

wisdom for the whole process of this thesis study; to the parents, siblings, and relatives of the

researchers for supporting financially and morally; to the friends who helped along the way and

uplifted the morale of the researchers; to the government representatives of MMDA, Manila City

Hall, Police Stations, and Baranggay Halls for accommodating requests; and to the professors of

SCEGE Mapua University for the learnings and guidance.