Conceptual Transport Plan

for NIA Road Corridor,

Cabuyao City

By Plan 250 Class, AY 2018 – 2019 Semester I

Under Prof. Hussein Lidasan, Ph.D.,
School of Urban and Regional Planning

In Partial Fulfilment of the Requirements for Plan 250

 TABLE OF CONTENTS

INTRODUCTION
The Study Area 4
Objectives of the Study 8
Scope and Limitation 8
Methodology 9
ASSESSMENT OF THE STUDY AREA
Urban Growth Trends and Forecast 12
Land Uses Affecting NIA Road Corridor 144
Transportation Situation
Transportation Demand and Supply 199
Road Infrastructure Condition 21
Traffic Situation 241
Transport Policies Transport-Related Institutions 244

ASSESSMENT OF THE EMERGING DEVELOPMENTS

Cabuyao Enterprise City
Overview of the Cabuyao Enterprise City 277
Traffic Impact Assessment of the Cabuyao Enterprise City 28
Planned PNR Stations
Overview of the proposed locations of PNR Stations 355
Rapid Assessment of the JICA- and LGU proposals 387
Recent Developments 46
Cavite-Laguna Expressway 47
Laguna Lakeshore Expressway 47

CONSULTATIVE WORKSHOPS
First Workshop 48
Second Workshop 499

THE CONCEPTUAL PLAN

Summary of Issues 50
Objectives 50
Scope and Limitation 50
Recommendations
Components and features of the plan 51
Traffic Management Measures 53
Road Infrastructure Improvements 55
PUV Stops / Terminals 59
Lane assignments 60
Transit Hub Site and Layout 69
Institutional Arrangement 711

ROADMAP AND AREAS FOR FURTHER INVESTIGATION 72

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1. INTRODUCTION

An estimated sixty per cent (60%) of the Philippine Gross Regional Domestic Product (GRDP)
originates from the National Capital Region (NCR), the CALABARZON or Region IV-a
(composed of the provinces of Cavite, Laguna, Batangas, Rizal and Quezon) and Central
Luzon. Year after year, these three regions continuously rank highest in terms of average
income among other regions in the country.

Today, however, the NCR is beset with a seemingly formidable problem. With an area of 619.5
km2, Metropolitan Manila is now home to 12.9 million Filipinos 1 and the figure is expected to
grow at 1.8% per year to a population of 13.9 million by the year 2030. This unabated population
growth (191 persons/ha, a figure significantly higher than most Asian cities), in combination with
uncontrolled development, and the concentration of economic power in a single region, bring
about an enormity of impacts on land use, transport and environment which if left to persist shall
irrefutably threaten sustainable development not only on the regional but, more importantly, on
the national scale.

Figure 1. Spatial Development Concept for a Greater Capital Region

The immensity of the problem urged the creation of the “Dream Plan”, also known as the
”Roadmap for Transport Infrastructure Development for Metro Manila and Its Surrounding
Areas”, by the Japan International Cooperation Agency (JICA) in coordination with the National
Economic Development Authority (NEDA). As shown in Figure 12, the Study is predicated on
the acceptance of the limits of Metro Manila being a single national central economic power and
the ineludible need to identify and support other growth centers outside of Metro Manila to serve
as ”countermagnets” of development. The Study identified and proposed a sundry of soft- and
hardware projects addressing the transport predicament with implementation horizons set in the
short-term (2014-2016), the medium-term (2017-2022) and long-term (2022 and beyond). The
Study highlights the significance of a Regional Development Strategy such that development,

1
2016 World Population Review
2
JICA “Dream Plan”, Roadmap for Transport Infrastructure Development for Metro Manila, 2014

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wealth and opportunities are allowed to seamlessly permeate from an area of higher
concentration to areas of lower concentration, from a monocentric development to a polycentric
national economy.

The Study clustered NCR together with Central Luzon and CALABARZON and coined the term
“Greater Capital Region” or GCR. The two economically burgeoning regions adjoining Metro
Manila to serve as new growth regional powerhouses to complement Metro Manila.

It has globally competitive enterprises given the low cost of doing business and the critical mass
of transport infrastructure.

To fully maximize the benefit of the envisioned regional integration however requires the
development of key transport interventions to allow and encourage the smooth diffusion of
economic activities to CALABARZON being a new growth center. To this end, the role of
transport to promote the envisioned regional development cannot be more emphasized.
Transport functions as catalyst to integrate cities, growth centers, gateways, urban and rural
areas within a region; facilitates local economic development; enhances social integrity;
promotes environmental sustainability; and facilitates planned/guided urban growth and
expansion of Metro Manila3.

1.1. The Study Area

Cabuyao City is a first-

class urbanized city
situated in the province
of Laguna. The
geographic location of
Cabuyao is
approximately 43
kilometers southeast of
Metro Manila and 54
kilometers from the
province of Sta. Cruz. It
is bounded by Sta. Rosa
in the north, Laguna de
Bay on the east, Cavite
on the West and
Calamba on the south. It
has a total land area of
4,330 hectares and is
politically subdivided
into 18 barangays.
Figure 2. Location Map of Cabuyao
Source: City Planning and Development Office)

3
JICA “Dream Plan”, Roadmap for Transport Infrastructure Development for Metro Manila, 2014

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In the 2016-2026 Comprehensive Land Use Plan of Cabuyao City, the total land area of
the city was adjusted from 4,291.56 hectares to the current 4,330 hectares. The
correction in the total land area was based on the certification issued by the Land
Management Bureau in September 2010 with the additional 38.43 hectares land area
Barangay Casile. The summary of area-distribution of barangays in Cabuyao City.

Table 1. Area-distribution of barangays in Cabuyao City

Land Area
Barangays (in hectares) % of Total
Barangay Uno (Pob.)* 23.0166 0.53%
Barangay Dos (Pob.) 23.3334 0.54%
Barangay Tres (Pob.) 23.6500 0.55%
Sala 154.6000 3.57%
Niugan 352.6870 8.15%
Banaybanay 310.1250 7.16%
Pulo 490.6028 11.33%
San Isidro 314.5660 7.26%
Banlic 230.0000 5.31%
Mamatid 260.0000 6.00%
Baclaran 174.5250 4.03%
Gulod 408.7700 9.44%
Marinig 391.5000 9.04%
Butong 162.0000 3.74%
Bigaa 209.1900 4.83%
Diezmo 154.0000 3.56%
Pittland 291.0000 6.72%
Casile 356.4352 8.23%
Total 4,330.0010 100.00%
*Poblacion
Source: September 2010 Certification of Land Management Bureau (LMB)
and 1979 Cadastral Land Survey

With its proximity to NCR and the rest of the GCR, and in line with GCR’s thrust on
improving connectivity, the city envisions to be an entrepreneurial, industrialized and
progressive economic hub in the region which is environment-friendly and disaster-
resilient having service-driven, healthy, empowered and God-loving citizens by 2026. In
becoming an industrialized city with a vibrant local economy whose major business and
employment activities revolve around manufacturing and production, Cabuyao envisions
to host light to medium industries and provide them with complete amenities and
facilities, including transport infrastructure.

The primary transport infrastructure of Cabuyao is its road network. Cabuyao City has
within its boundaries four (4) types of road – national, provincial, municipal and barangay
roads. Based on standards of the Department of Public Works and Highways (DPWH),
in terms of width, national roads are 20 meters wide, provincial roads and municipal
roads are 15-18 meters wide and barangay roads are 10-12 meters wide. National
Roads are the main trunk lines which are supported by a network of local roads. As of
2015, the road network of Cabuyao City is 77.44 kilometers and road density of the city
is 1.80 kilometers per square kilometer. In sum, Cabuyao City has 5.98 kilometers are

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 National Roads, the Provincial Roads are measured at 38.2 kilometers, 19.18 kilometers
for Municipal Roads and 14.08 kilometers for Barangay Roads. The following tables and
present the length and inventory of roads in the city.

Table 2. Length of roads in Cabuyao City as of 2015

Road Length % of
Classification (in km) Total
National 5.98 7.72%
Provincial 38.2 49.33%
Municipal 19.18 24.77%
Barangay 14.08 18.18%
Total 77.44 100.00%
Road Density 1.80 per sq. km
Source: Cabuyao City Comprehensive Land Use Plan (CLUP)

Table 3. Inventory of roads in Cabuyao City as of 2015

Road Length General Type
Location
Classification (in km) Pavement
National 5.98 5.98 Cabuyao-Sta.Rosa boundary (hi-way) to Banlic 100%
Cabuyao-Calamba boundary Concrete
Provincial 38.20 14.10 Banlic-JP Rizal St. Brgy Uno 98.2%
1.60 San Isidro Rd. Concrete,
2.02 Poblacion-Marinig 1.8% Earthfill
1.50 Cabuyao-Sta.Rosa boundary: Rotonda Sala
6.74 Pittland
7.00 Casile
7.00 Diezmo
0.84 S. Osmena St.
0.57 M. Quezon St.
0.40 J. Luna St.
Municipal 19.18 3.20 Pulo-Diezmo 100%
1.70 Pulo-San Isidro Doversion Rd. Concrete
3.10 San Isidro-Gulod NIA Rd.
1.10 San Isidro-Gulod NIA Rd.-MC
0.50 San Isidro-Gulod NIA Rd.-Villa Estela
0.60 San Isidro-Gulod NIA Rd.-MC
0.73 Bulihan
5.20 Sala-Mamatid NIA Rd
0.64 El Sol-Sala Nat'l Rd
0.26 Del Pilar Street
0.35 Malvar St.
0.45 Limacoco St.
0.70 Limacoco Subd.
0.30 F. Bailon St.
Barangay 14.08 0.21 Cemetery Rd., Brgy. Tres

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 Road Length General Type
Location
Classification (in km) Pavement
0.23 Marinig-Fishing Port
0.60 Fortezza 1-James Hadie
0.30 Cemetery Rd., Mamatid
2.30 Mamatid NIA Rd to cemetery MC 100%
0.18 Mamatid-Laguna Lake Concrete
0.60 Pulo-RFM
0.13 Rumba-Sala
Brgy. Tres (Ikings), Tamak, Others
Source: CLUP

The main mode of transportation in Cabuyao City is the Public Utility Jeepney (PUJ) and
being supported by tricycles. There are two PUJ terminals located in El Sol, Barangay
Dos and Barangay Gulod. There are also six UV Express terminals located in Barangay
4 Banlic, San Isidro and Pulo with 92 units. There are 18 Tricycle Operators Drivers
Association (TODA) within the city with 4,642 members as of 2015. There are also
available pedicabs in various subdivisions with a total number of 1,346 units. There are
two stations being serviced by the Philippine National Railways located in Barangay
Uno. The JAM Bus Terminal is located in Barangay Pulo.

These different modes of transportation, including trucks delivering and picking-up

cargoes from businesses, run through the roads of the city. The roads within the city are
municipal roads. Those roads connecting the different barangays, including housing
subdivisions, to the NIA Road are barangay roads. The city is traversed by two main
spines – Manila South Road (MSR) and NIA Road – to where other roads connect. The
MSR is a national road, parallel to it is the NIA Road which is a provincial road.

With the thrust on connecting the GCR region, there have been infrastructure
developments in Cabuyao City. As stated in their plans and raised during workshop,
there are programs on road widening and rehabilitation, and even construction of new
roads. NIA Road, one of the city’s main spines, is identified to be improved.

The NIA Road, which is alongside the PNR (Philippine National Railways) railroad track,
is 5.22 km long and 6 meters wide, which is way below the standard width for a provincial
road.

NIA Road is pivotal to improving connectivity of Cabuyao City in terms of the city’s
connectivity with the rest of the region as NIA Road could serve as alternate road to
MSR, as well as connectivity within the city as primary modes of passenger transport
such as PUJs and tricycles pass through this corridor. Moreover, according to the
discussions from the workshop, improving NIA Road is necessary in order to distribute
industrial development from the west to the east side of the city whose land use is
primarily agriculture. In fact, a study cites NIA Road as one of the critical access points
to one of the planned industrial development in Cabuyao’s east side (Gamba, 2017).
However, based on ocular surveys conducted in September 2018 (that was confirmed
during the workshop with stakeholders), the road seems unmaintained which would
hinder its capacity to serve its role in Cabuyao.

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Given the current condition of- and importance of NIA Road towards an industrialized
city, the Study Team focused on investigating the corridor. Consequently, targeted
recommendations were proposed.

1.2. Objectives of the Study

GENERAL
To improve the multi-modal mobility along NIA road that will support the economic goals
of the city.

SPECIFIC
The Conceptual Transport Plan (to be referred to hereon as the Plan) will propose the
following road improvements

a. Traffic management measures

b. Road infrastructure improvements
c. PUV terminal and stop designation factors
d. Lane assignment features
e. Transit hub considerations

1.3. Scope and Limitation

1.3.1. Scope

The Plan for Cabuyao’s NIA Road covers the planning period of 2020-2040. Based on
the city’s vision of transforming its local economy into the province’s industrial hub, it
proposes road improvements that will facilitate the smooth implementation of the
planned Enterprise City that is located at the eastern section of the study area. These
road improvements correspond to the specific objectives outlined in the preceding
section.

1.3.2. Limitation

The study was conducted for a period of 2.5 months, within the first semester of Plan
250, AY 2018-19. Within this period, the Plan was delimited to cover NIA Road’s 5.22
km stretch and width that spans a range of 4.5m to 6.15 m (CIDA 2018).

The areas of inquiry were focused on two dominant existing conditions, namely:
a. the vision of Cabuyao City as contained in its CLUP, and
b. the planned Enterprise City as a potential growth catalyst, and
c. the proposed changes to the location and number of PNR stations along NIA
road.

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Finally, the Plan intends to provide a descriptive basis for future empirical studies on the
subject area. It suggests specific road improvements with the end view of facilitating NIA
Road’s functional role as a potential growth corridor be fully realized.

1.4. Methodology

The Plan preparation entailed five (5) research methods to uncover the prevailing
transportation issues along NIA road and explore possible solutions in terms of policy
and management measures:

1.4.1. Document review

The study team reviewed the city’s official plan documents to gain an understanding of
Cabuyao’s profile and aspirations. Among the principal references were the (a)
Comprehensive Land Use Plan and Zoning Ordinance (2016-2026); (b) Comprehensive
Development Plan (2016-2026), (c) Transportation System Development Road Map
(2017), and (d) Social Economic and Physical Profile (SEPP 2015). Land use,
demographic and socioeconomic characteristics were looked into. Transportation
policies and institutions were studied to understand official sector priorities,
projects/programs, challenges and potentials. Equally important, the study team
considered the environmental dimension of the planning effort, as it reviewed
topographic and hazard-related information pertinent to NIA road. It drew heavily from
the Environmental Impact Assessment of the North-South Commuter Rail that was
commissioned by JICA.

Higher-level plans such as the Provincial Development and Physical Framework Plan of
Laguna as well as the Regional Development Plan of Region IV-A (Calabarzon)
provided a valuable, broader perspective to the planning context.

Existing city and road maps available with the CIDA, City Planning and Development
Office (CPDO) and City Engineering Office (CEO) were also analyzed for spatial
analyses and were used as subsequent bases for scenario setting.

Finally, a recent traffic impact analysis of the planned Enterprise City on Cabuyao
(Gamba 2017) gave the study team a grounded appreciation of the city’s existing and
projected road and traffic conditions. Empirical data on congestion points were available
to the team prior to onsite visits, using study findings on current and future levels of
service (LOS).

1.4.2. Data validation and forecasting

Ocular visits were done in Cabuyao to assess first-hand the traffic and road conditions
at both city- and NIA road levels. Traffic volume counts and LOS findings (Gamba 2017)
were then validated onsite during a 12-hour period, namely, from 7:00 am to 7:00 pm,
covering 10 vehicle classifications.

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Travel demand forecasting was conducted using growth factor analysis, principally
based on the findings of the MMUTIS Update and Enhancement Project (ALMEC 2015).
Key data inputs were official population projections from 2020 to 2040.

1.4.3. Key informant interviews

The study team sought in-depth information from city offices that deal directly with land
use and transportation planning. Officials of the following offices were interviewed
during the course of the planning: (a) City Engineer’s Office; (b) City Planning and
Development Office, and the (c) City Traffic Management Office. Close coordination
was maintained with CIDA, the quasi-government structure in charge of investment
generation in the city.

1.4.4. Stakeholder participation

The planning process deliberately involved stakeholders at the beginning and end
stages. A range of representatives from government, business and civil society were
directly engaged by the study team on two (2) occasions, namely, the consultation and
validation workshops.

During the stakeholder consultation, the workshop was designed to present the key
features of the planning process, as well as the preliminary findings on transportation
developments and constraints in the city and along NIA road. Focus group discussions
were held, aided by semi-structured interview guides among homogeneous breakout
groups. The validation workshop, on the other hand, presented the key study findings
and plan features, to which the stakeholders responded to in an open plenary forum.
Their inputs from the FGDs were considered as important feedback that informed the
study team on the direction and acceptability of the planning process.

1.4.5 Scenario setting

A. PNR developments along NIA Road

As previously mentioned, two (2) scenarios involving the location of a new PNR station
were considered in the planning process. The first scenario is that of JICA, which
originally targeted the construction of an additional PNR station at the junction of CIDA
Avenue and Gatchalian Road, in Barangay Banaybanay. It is in close proximity to the
proposed Civic Center of the planned Enterprise City as well as the new General
Hospital along CIDA Avenue. The stationed was meant to be the third among PNR
facilities along NIA Road; the first two (2) ones are now in Bigaa at the northeastern
section of the city, and Mamatid at the southeastern side.

The other scenario involved a proposal emanating from the city government, which
expressly prefers the location of the new PNR station at Sala Barangay, at the right-
hand side of J.P. Rizal St. The LGU proposal favors the site location closer to the South
Luzon Expressway and the national highway (i.e. Manila South Road). The proposed
site is near the city center (población), and currently hosts a dense concentration of

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residential, commercial and institutional buildings. As proposed, it intends to retain the
two (2) existing stations.

A third scenario has evolved, one that reduces the number of PNR stations into one in
the event that the LGU-proposed location is carried out. Latest information from the CEO
tend to confirm that this scenario is the most likely to be implemented.

B. Development Criteria

In the interest of improving the functionality of NIA road as a potential growth corridor,
the study team drew up a set of criteria to rapidly assess the contribution of the two (2)
existing PNR scenarios. The development criteria are (a) service threshold according to
population coverage; (b) environmental considerations as per hazard-related
indications, (c) regional development implications, and (d) land development challenges.
The findings of the criteria-based assessment is presented in Section 3.2.2.

C. Plan Components

The study team’s intent to improve multi-modal mobility along NIA Road is captured in
the following Plan components: (a) traffic management measures; (b) road infrastructure
improvements; (c) PUV terminal and stop designation factors; (d) lane assignment
features, and (e) transit hub considerations. These components are meant to be in
place, regardless of the final site location of the PNR station.

The details of the components and its corresponding features are discussed in Section
5. Being conceptual, these were developed on the basis of existing conditions and data-
based estimates, as well as prescribed development standards. In the context of
transportation facility planning, the proposed improvements serve as preliminary
considerations in developing a more evidence-based plan on NIA road, whether a pre-
feasibility or full-fledged feasibility study.

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2. ASSESSMENT OF THE STUDY AREA

2.1. Urban Growth Trends and Forecast

The NIA Road passes through almost all barangays of Cabuyao City. It stretches from
Sala in the north down to Mamatid in South. Hence, it has direct influence to majority of
population in Cabuyao City.

In 2010, Cabuyao posted the highest population growth rate among the cities and
municipalities of Laguna. In the same year, Cabuyao was classified as entirely urban.
Based on the results of the 2015 Census of the Population, Cabuyao once again had
the highest population growth rate with a 4.23% annual population growth rate and a
total population of 308,745. It is nearly three times higher than its 2000 population at
106,630. As shown in Table 4, its growth rate is much higher than the Regional and
Provincial growth rates from 2010 to 2015 of 2.58% and 2.35%, respectively.

Table 4. Actual population count and growth rate of Laguna in 2010 and 2015
Annual Population
Province/City/ Total Population
Growth Rate (%)
Municipality
2010 2015 2000-2010 2010-2015
LAGUNA 2,669,847 3,035,081 3.11
Alaminos 43,526 47,859 1.88 1.82
Bay 55,698 62,143 2.44 2.11
City of Biñan 283,396 333,028 3.49 3.12
Cabuyao City 248,436 308,745 8.83 4.23
City of Calamba 389,377 454,486 3.31 2.99
Calauan 74,890 80,453 5.64 1.37
Cavinti 20,809 21,702 0.65 0.8
Famy 15,021 16,587 3.73 1.91
Kalayaan 20,944 23,269 0.68 2.03
Liliw 33,851 36,582 2.09 1.49
Los Baños 101,884 112,008 2.19 1.82
Luisiana 20,148 19,720 1.65 -0.41
Lumban 29,470 30,652 1.29 0.75
Mabitac 18,618 20,530 2.12 1.88
Magdalena 22,976 25,266 1.93 1.83
Majayjay 26,547 27,792 1.82 0.88
Nagcarlan 59,726 63,057 2.06 1.04
Paete 23,523 25,096 0.22 1.24
Pagsanjan 39,313 42,164 1.88 1.34
Pakil 20,822 20,659 1.46 -0.15
Pangil 23,201 24,274 1.15 0.86
Pila 46,534 50,289 2.2 1.49
Rizal 15,518 17,253 1.78 2.04
San Pablo City 248,890 266,068 1.81 1.28
City of San Pedro 294,310 325,809 2.43 1.96
City of Santa Rosa 284,670 353,767 1.81 4.23
Santa Cruz (Capital) 110,943 117,605 0.89 1.12
Santa Maria 26,839 30,830 4.37 2.68
Siniloan 35,363 38,067 1.69 1.41
Victoria 34,604 39,321 1.52 2.46
Source: Philippine Statistics Authority (PSA)

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 Contributory to this high population is the influx of low-cost housing development and
implementation of government relocation program. Mamatid, Marinig, and Niugan are
the three barangays that host to either of these housing programs. In fact, 42.30% of the
city population resides in these barangays. These three barangays, including Butong,
also exhibited the highest population growth rates from 2000 to 2010. Among these
barangays, Mamatid, a barangay at south end of NIA Road, had the most number of
people per hectare both in 2010 and 2015. The statistics are shown in Tables 5 and 6.

Table 5. Population of Cabuyao per barangay in various years

Barangays 1995 2000 2007 2010 2015

Barangay Uno (Pob.) 2,364 2,702 2,589 2,839 1,855
Barangay Dos (Pob.) 1,905 2,197 1,947 1,840 2,927
Barangay Tres (Pob.) 2,259 2,675 3,153 2,846 3,349
Sala 6,298 8,077 7,491 8,275 9,160
Niugan 5,980 7,172 21,993 26,807 31,461
Banaybanay 7,695 9,846 17,419 21,934 30,197
Pulo 5,722 7,746 13,193 15,124 26,636
San Isidro 3,475 7,243 15,495 18,145 24,446
Banlic 5,999 8,232 9,707 12,675 16,854
Mamatid 7,052 10,020 37,166 50,213 55,803
Baclaran 2,315 6,430 12,683 12,192 13,626
Gulod 6,964 8,508 10,127 9,417 14,611
Marinig 7,837 10,293 25,619 37,169 43,315
Butong 2,814 4,082 12,274 12,360 13,442
Bigaa 5,973 7,515 8,649 10,051 10,967
Diezmo 876 1,557 2,689 2,681 4,468
Pittland 808 1,086 1,627 1,740 3,235
Casile 966 1,249 1,555 2,128 2,393
Total 77,302 106,630 205,376 248,436 308,745
Source: PSA

Table 6. Population density of Cabuyao per barangay in 2010

and 2015, in number of persons per hectare

Barangays 2010 2015

Barangay Uno (Pob.) 123.35 80.59
Barangay Dos (Pob.) 78.86 125.44
Barangay Tres (Pob.) 120.34 141.61
Sala 53.53 59.25
Niugan 76.01 89.20
Banaybanay 70.73 97.37
Pulo 30.83 54.29
San Isidro 57.68 77.71
Banlic 55.11 73.28
Mamatid 193.13 214.63
Baclaran 69.86 78.07
Gulod 23.04 35.74
Marinig 94.94 110.64
Butong 76.30 82.98
Bigaa 48.05 52.43
Diezmo 17.41 29.01
Pittland 5.98 11.12
Casile 5.97 6.71
Total 57.38 71.30
Source: PSA

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Based on the 2010 Census of Population cited in the city’s Socio-Economic and Physical
Profiel, the population of Cabuyao City is female dominated at 50.50% while the male
population comprises 49.50%. The city also has a young population with the following
age distribution – 34.35% for 0-15 years old, 63.41% for the 16-65 age group and 2.24%
for those over 65 years old.

To forecast Cabuyao’s population for 2040, trendline analysis and census population
data from 1995 to 2015 were utilized. This resulted in a projected population of 608,563
for the year 2040. In order to check the goodness-of-fit of the regression model, the
coefficient of determination was calculated and resulted in a 0.969 R2. From the
resulting forecast for Cabuyao’s total population, barangay population was forecasted
using each barangay’s historical average population share. Table 7 presents the
projections.

2.2. Land Uses Affecting NIA Road Corridor

NIA Road is located at eastern side of MSR, the road which seemingly divides east and
west of Cabuyao. By visual inspection of the map, NIA Road and its feeders appear to
pass through 12 of 18 barangays of Cabuyao City. Hence, the long stretch of NIA Road
subjects it to various land uses.

Table 8. Existing land uses in Cabuyao for year 2015

Land Area
Land Use % of Total
(in hectares)
Settlement 1,079.30 24.93%
Residential 1,079.30 24.93%
Production 1,692.68 39.09%
Commercial 55.07 1.27%
Industrial 350.26 8.09%
Agricultural 1,266.81 29.26%
Government center zone
Institutional 20.54 0.47%
Infrastructure 311.75 7.20%
Road 302.09 6.98%
Utility
Cemetery 9.66 0.22%
Protection 1,246.27 28.78%
SAFDZ 234.45 5.41%
Open space 859.32 19.85%
Recreational 152.49 3.52%
Watershed
Waterfront Development Zone
Fault line buffer
Total 4,330.00 100.00%
Source: CLUP

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Table 7. Projected population in Cabuyao by barangay from 2020 to 2040
Barangays 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030
Cabuyao 366,685 378,781 390,873 402,968 415,062 427,154 439,249 451,341 463,435 475,531 487,624
Baclaran 16,818 17,373 17,927 18,482 19,037 19,591 20,146 20,701 21,255 21,810 22,365
Banaybanay 34,650 35,792 36,935 38,078 39,221 40,364 41,506 42,649 43,792 44,935 46,078
Banlic 23,873 24,660 25,447 26,235 27,022 27,809 28,597 29,384 30,171 30,959 31,746
Barangay Uno 7,168 7,405 7,641 7,878 8,114 8,350 8,587 8,823 9,060 9,296 9,533
Barangay Dos 5,378 5,555 5,732 5,910 6,087 6,264 6,442 6,619 6,797 6,974 7,151
Barangay Tres 6,898 7,125 7,353 7,580 7,808 8,035 8,263 8,490 8,718 8,945 9,173
Bigaa 20,509 21,186 21,862 22,538 23,215 23,891 24,568 25,244 25,920 26,597 27,273
Butong 15,398 15,906 16,414 16,922 17,430 17,938 18,446 18,953 19,461 19,969 20,477
Casile 3,715 3,838 3,960 4,083 4,205 4,328 4,450 4,573 4,695 4,818 4,940
Diezmo 4,693 4,848 5,003 5,158 5,312 5,467 5,622 5,777 5,932 6,086 6,241
Gulod 23,386 24,157 24,929 25,700 26,471 27,243 28,014 28,785 29,556 30,328 31,099
Mamatid 52,074 53,792 55,509 57,227 58,944 60,662 62,379 64,097 65,814 67,532 69,249
Marinig 44,719 46,194 47,669 49,144 50,619 52,093 53,568 55,043 56,518 57,993 59,468
Niugan 32,490 33,562 34,634 35,705 36,777 37,848 38,920 39,991 41,063 42,135 43,206
Pittland 3,494 3,610 3,725 3,840 3,955 4,071 4,186 4,301 4,416 4,532 4,647
Pulo 26,934 27,823 28,711 29,599 30,488 31,376 32,264 33,153 34,041 34,929 35,818
Sala 20,186 20,852 21,517 22,183 22,849 23,515 24,180 24,846 25,512 26,178 26,843
San Isidro 24,302 25,103 25,905 26,706 27,508 28,309 29,111 29,912 30,714 31,515 32,317

Page 15 of 74
Table 7 continued
Barangays 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040
Cabuyao 499,717 511,811 523,908 535,998 548,092 560,187 572,281 584,376 596,468 608,564
Baclaran 22,919 23,474 24,029 24,583 25,138 25,693 26,247 26,802 27,357 27,911
Banaybanay 47,220 48,363 49,506 50,649 51,792 52,934 54,077 55,220 56,363 57,506
Banlic 32,533 33,321 34,108 34,895 35,683 36,470 37,258 38,045 38,832 39,620
Barangay Uno 9,769 10,005 10,242 10,478 10,715 10,951 11,188 11,424 11,660 11,897
Barangay Dos 7,329 7,506 7,683 7,861 8,038 8,215 8,393 8,570 8,748 8,925
Barangay Tres 9,400 9,628 9,855 10,083 10,310 10,538 10,765 10,993 11,220 11,448
Bigaa 27,950 28,626 29,303 29,979 30,655 31,332 32,008 32,685 33,361 34,038
Butong 20,985 21,493 22,001 22,508 23,016 23,524 24,032 24,540 25,048 25,556
Casile 5,063 5,185 5,308 5,431 5,553 5,676 5,798 5,921 6,043 6,166
Diezmo 6,396 6,551 6,706 6,860 7,015 7,170 7,325 7,480 7,634 7,789
Gulod 31,870 32,642 33,413 34,184 34,956 35,727 36,498 37,270 38,041 38,812
Mamatid 70,967 72,684 74,402 76,119 77,837 79,554 81,272 82,989 84,707 86,424
Marinig 60,943 62,418 63,893 65,367 66,842 68,317 69,792 71,267 72,742 74,217
Niugan 44,278 45,349 46,421 47,493 48,564 49,636 50,707 51,779 52,850 53,922
Pittland 4,762 4,877 4,993 5,108 5,223 5,338 5,454 5,569 5,684 5,799
Pulo 36,706 37,594 38,483 39,371 40,259 41,148 42,036 42,924 43,813 44,701
Sala 27,509 28,175 28,841 29,506 30,172 30,838 31,504 32,169 32,835 33,501
San Isidro 33,118 33,920 34,721 35,523 36,324 37,126 37,927 38,729 39,530 40,332

Page 16 of 74
In 2010, the entire city was classified urban. Based on the 2015 SEP, the following land
uses dominate the city: agricultural, residential, and open space. The summary is
presented in Table 8. There are land uses unique to certain barangays. First, Diezmo,
Pittland, Sala and Niugan host for majority of industrial land uses in the city wherein
multinational companies locate. Second, Diezmo is the center of institutional land uses.
Third, it is evident that most commercial land uses are along roads but commercial
establishments are concentrated in the Poblacion area and along National Road
traversing Sala, Niugan, Pulo, San Isidro, and Banlic. Fourth, resort developments rose
in lakeshore barangays. Finally, Casile and Pittland are largely open space. Across the
city. The map also shows that most of the commercial- and industrial land uses are
located in the west of MSR. The east side is primarily residential and agricultural. (The
infrastructure land use is discussed ins separate section).

Apart from the additional land area in Casile, Cabuyao City has converted land uses
for settlements. As reflected in 2015 land use, some areas of Pittland, classified as
industrial area, were converted to residential. Lakeshore barangays of Bigaa, Butong,
Marinig, Gulod and Baclaran shifted from agricultural to residential areas. These
conversions, as also observed in the population trend, were triggered by housing
projects in the city. Data show that areas covered by subdivisions increased by 810.57
has. in 2015 with 925 has. against 114.43 has. in 2011.

Further, although Poblacion is the commercial center, there have been developments
in Banlic, San Isidro, Pulo and Balaybalay.

In gearing towards an industrialized city, Cabuyao intends to develop majority of its land
area to light and medium industrial uses. As shown in the zoning map, the city intends
to make majority of Pittland and some areas of San Isidro industrial while the current
industrial centers such as Diezmo, Sala, and Niugan will continue to strive. Sala is even
planned to locate heavy industries. Further, it intends to distribute the industrial
development towards the east as it plans to develop the Enterprise City. Aside from
these industrial developments, residential and agricultural land uses still contribute to
big chunk of the city in order to support its high and fast growing population. A
comparison of existing- and projected land use map is provided in Figure 3.

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Figure 3. Existing and projected land use map of Cabuyao

Source: CLUP, SEP

Page 18 of 74
2.3. Transportation Situation

2.3.1. Transportation Demand and Supply

The city’s vision of propelling the local economy to be progressive, industrialized

and empowered as the future economic hub of Laguna Province (CDP 2016-2026)
demands that it provides a physical environment that is conducive to smooth
business operations. Road traffic congestion as currently experienced in Cabuyao
needs to be addressed immediately to convince potential investors of positive
returns in investment. From a broader social perspective, reducing congestion will
provide easier and faster access to jobs, education, health care and other social
needs.

Addressing road traffic congestion entails management and policy measures that
require a reasonable estimate of existing and future travel demand. Based on
secondary sources of information were used, among them socio-economic data
like Cabuyao population and land use plan, and an existing transport study on
Metro Manila (i.e. the MMUTIS Update and Enhancement Project or MUCEP), the
simple growth factor method was used to estimate travel demand in the future.
Daily travel demand in Cabuyao was estimated at 79, 165 trips in 2015 (see Figure
4). The total number of trips is projected to double from 2020 to 2040 (see table
9).

Figure 4. Trip demand, Cabuyao City 2020-2040

2040 156,042

2035 140,536

2030 125,032

2025 109,527

2020 101,857

2015 79,165

0 20,000 40,000 60,000 80,000 100,000 120,000 140,000 160,000

Page 19 of 74
 Table 9. Trip demand, Cabuyao City, By Vehicle and Percentage Increase,
2020-20404
Public Private
Year Vehicles Vehicles Cars Total % Inc
2015 51,458 27,708 416 79,165 -
2020 66,207 35,650 535 101,857 28.7
2025 71,192 38,334 575 109,527 7.5
2030 81,271 43,761 656 125,032 14.2
2035 91,349 49,188 738 140,536 12.4
2040 101,427 54,615 819 156,042 11.0

A greater majority of existing trips (65 percent or 51,458) were made using public
vehicles (e.g., jeepneys, tricycles and buses), and the remaining 35 percent were
on private vehicles (27,708) (see Figure 5). The proportion between public and
private vehicles is expected to remain constant, assuming that no significant policy
interventions on mass transit provision are implemented in the next 25 years. It is
recommended that the projected travel demand be reviewed every five (5) years.

The numbers were reached by assuming two things. One, that the vehicular growth
trend and projection in the MUCEP study (ALMEC 2015) is valid for Cabuyao area.
The main reason is that the city is part of the Mega Manila scope of the MUCEP
study, and like similar suburban areas in the periphery of Metro Manila, it is still in
the upward trajectory in terms of economic growth, including vehicular growth. In
addition, Cabuyao City’s existing economic profile and development plans show
that it has ample elbow room for growth, in terms of available space for industrial,
commercial and residential uses.

Figure 5. Trip demand by vehicle type, Cabuyao City, 2020-2040

Pu Veh Pr Veh

54,615
49,188
43,761
38,334
35,650
27,708
101,427
81,271 91,349
66,207 71,192
51,458

2015 2020 2025 2030 2035 2040

4
Source of population data: PSA

Page 20 of 74
Notably, the highest projected increase will take place between 2015 and 2020.
Given this possible scenario, it is recommended that the city undertake timely and
appropriate traffic and transportation demand management measures. The
Conceptual Plan in the later section of this report will discuss the study team’s
recommendations.

2.3.2. Road Infrastructure Condition

The NIA Road, which is alongside the PNR railroad track, is 5.22 kilometers long
and 6 meters wide. Based on ocular survey (that was confirmed during workshop),
NIA Road is characterized with big potholes filled with water, which are signs of
flooding whenever the rains come. It is unmaintained. Its pavements are cracked
and it appears that the LGU does not want to spend for its maintenance since the
land is still in the hands of private owners.

The city streets especially in the city center are better maintained than the
provincial roads like the NIA Road. Although some side streets have plastic bags
of garbage that have been dumped indiscriminately. In one secondary city road,
a big tree can be found in the middle of it. Some pictures taken during the ocular
survey are shown in the following figures.

2.3.3. Traffic Situation

The MSR is the only public highway available to traverse the areas in Cabuyao.
Along most streets, there’s illegal parking by motorbikes, cars and tricycles. The
NIA Road and PNR tracks are used as parking spaces for motorbikes and are also
used as bus lanes. When the tricycles are not illegally parked, they are criss-
crossing the railroad track. Some pictures also taken during the ocular survey are
shown in the following figures.

In Cabuyao City, there is no link between land use and transportation. The city is
traversed by two main spines – MSR and NIA Road – to where other roads
connect. There is no clear pattern of a network of streets. The scattered
settlements are directly connected to the NIA Road through their own narrow
barangay roads. Below are more specific transportation issues:

● There is limited information for travelers, e.g., road signs and directions are
few and are hardly visible.
● Public transport system is not organized; it does not integrate the different
modes of public transport. There is no terminal for PUVs, which are the most
common mode of transport, especially tricycles.
● The city lacks traffic control, specifically at intersections. Some major
intersections are unsignalized, including Sala Rotunda, Katapatan-MSR,
Katapatan-NIA Main Road, and Pulo-Diezmo Southpoint. Further, based on
the ocular survey, the traffic control device placed at San Isidro-MSR is placed
only to indicate reduction of speed for vehicles approaching the skewed
intersection
Figure 6. Some characteristics of the NIA Road

Page 21 of 74
Page 22 of 74
Figure 7. Some characteristics of Cabuyao roads

Page 23 of 74
 Figure 8. Location map of images taken during ocular survey

2.3.4. Transport Policies Transport-Related Institutions

Transport Related Institutions in Cabuyao, Laguna are no different from the

traditional structure utilized by most of the local government units (LGUs) in the
country. Besides the regional offices of the National Government such as the
Department of Public Works and Highways (DPWH) and the Department of
Transportation (DOTr) with the latter even being serviced by regional attached
agencies offices such as the Land Transportation Office (LTO) and the Land
Transport Franchising Regulatory Board (LTFRB), LGUs typically have their City
or Municipal Planning and Development Office, City/Municipal Engineering Office,
and City Traffic Management Office (or something similar with a different name).

The transport related institutions in Cabuyao, particularly the Cabuyao Traffic

Management Committee which is composed of the Cabuyao Traffic Management
Office, City Engineering Office, the Sangguniang Panglungsod Standing
Committees on Public Safety and Order and the Transportation and
Communication, and the federation of Public Utility Jeepneys and federation of the
tricycle association. In addition outside of the City Planning and Development
Office as stipulated under the Local Government Code. Starting off with the
Cabuyao Traffic Management Office is the institution in Cabuyao that is primarily
responsible for tricycle franchises and traffic enforcement. The CTMC is an
undermanned institution which results to poor franchises among public transport

Page 24 of 74
operators as well as poor implementation and enforcement of City
Ordinances/Laws regarding traffic management.

Also to add on the challenges of the CTMC (together with the local police), Traffic
Enforcers are also being questioned by the transport groups particularly the tricycle
operators during the group’s first workshop with regard their integrity and service
by PUV operators such on the issue of illegal parking wherein according to the
drivers seem to favor private vehicle drivers and the issue on some traffic enforcers
being more keen on apprehending traffic violators than traffic management to
name a few.

On the other hand, there is also the City Planning and Development Office together
with the CTMC which is primarily responsible for the determination of routes and
public transport corridor through the Local Transport Plan. Its function for the local
transport plan is decentralized from LTFRB to the Cities to increase efficiency in
the area. It has indeed helped the City to make more appropriate transport plans
especially with its current thrust to improve the NIA Road and create a multimodal
facility adjacent to the future PNR South Commuter Rail way before it becomes a
reality in anticipation of the perceived influx of passengers. This is also in addition
to their strategic partnerships with the local businesses to donate lands for
roadways that will connect areas which will benefit both the LGU and the
businesses and lessen Right-of-way acquisition costs.

Then there is also the City Engineering Office which is mainly responsible in the
transport sector for signages and traffic alleviating engineering interventions. It is
good to note that the City Engineering Office is placing traffic lights in some key
intersections with more along the way albeit some not functioning and some key
areas are requiring traffic calming devices or another form of intervention that
would make the roadways safe not only for drivers, but for pedestrians alike. On
the other hand, the traffic signages are mostly makeshift signages provided by
private establishments with advertisements that are not in accordance with the
National Standards set by the DPWH. This can cause confusion and
misunderstanding among drivers on what these signages may mean or how far
can they see such which may result into more harm than for the good of the road
users.

Also to be included are the standing committees of the Sangguniang Panglungsod

concerned wherein during the first workshop were slightly praised with the
promulgation of some ordinances such as those concerned in parking. Ordinances
in fact as mentioned by the Tricycle Federation was adequate enough and that the
only problem was merely on the side of implementation which falls under the
responsibility of the CTMO and Cabuyao Police.

There is also the Federation of PUJs and Tricycles wherein the former is barely
participative as evidenced by the non appearance of any representative from their
ranks as opposed to the latter wherein they are very supportive and knowledgeable
contributing to numerous promulgations and ordinances regarding their ranks.

Page 25 of 74
Then lastly are the regional offices of the National Government Agencies present
such as the LTO and LTFRB wherein the function of the former is to register and
regulate vehicles and drivers within its jurisdiction while the LTFRB is primarily
responsible for all PUV franchises except tricycles. The only criticism with this
structure is that CTMO registered tricycles are usually exceeding the supply
numbers without increase in demand due to the City having a huge chunk of
revenue from permits and licensing. It then creates congestion as there is too much
supply and they stay on roadways that should be clear of obstruction. Also the lack
of coordination results to the CTMO providing a franchise to a tricycle that hasn’t
been registered since 3-5 years ago.

The Transport Institutions in Cabuyao mirror the realities on hand at other LGUs
around the country wherein there is a lack of coordination between local and
regional transport agencies that jeopardizes some of the plans created that is
supposedly to improve the transport situation in their jurisdiction. Such problems
must first be addressed prior to promulgating new ordinances which will only be
effective if coordination among transportation institutions and proper enforcement
or implementation will take place.

Page 26 of 74
3. ASSESSMENT OF THE EMERGING DEVELOPMENTS

Presently, Cabuyao’s main economic sources are agriculture and some multinational
industries like Asia Brewery and Nestle, which are located in the outskirts of the city and
are providing employment for many local residents. Cabuyao City has a light industrial
park, which houses 85 small trading and manufacturing enterprises. Other trading
enterprises are located in different parts of the city, some of which are within residential
areas. There is no definite place for these enterprises, depicting lack of land use
planning.

Cabuyao City plans to be the manufacturing hub of CALABARZON. In this regard, it has
proposed the development of a light industrial park that will be complete with supporting
social and economic infrastructure and facilities for a sustainable industrial hub. To be
known as Cabuyao Enterprise City, the proposed site is a 250 hectares of vacant
agricultural land, located west of Laguna de Bay, covering parcels of land in Barangay
Banay-Banay, Barangay Gulod and Barangay San Isidro in the Northeast part of the
city. The light industrial park will house multinational industries already operating in the
city, e.g., Asia Brewery and Nestle, and will accommodate new investors. Within the
vicinity of this site are residential areas and light industries.

3.1. Cabuyao Enterprise City

3.1.1. Overview of the Cabuyao Enterprise City

The Cabuyao Enterprise City (CEC) is envisioned to become the magnet for
industrial growth of the city. Section 23 of the Zoning Map of the City has
identified it as a major development project. The CLUP, 2016-2026, of Cabuyao
visualizes it as the door to the industrial expansion and economic growth of the
city. Moreover, the Enterprise City is going to be a planned unit of development
that will not only have an industrial park but it will have other elements of a
sustainable city – residential settlements for the workers and staff of the industrial
park, a market place, schools, sports and recreation area, and other socio-
cultural needs of the population.

The CEC is a 250-hectare mixed-use Philippine Economic Zone Authority

(PEZA) Industrial Park located at the eastern part of Cabuyao. The site can be
accessed from the Manila South Road via San Isidro Road or Katapatan Road.
Another access to the northern part of the development is through NIA Road.
Figure 9 shows the map of site development.

Around 200 hectares of land is allocated for industrial use and the remaining 50
hectares is for commercial, institutional, and residential use. The following are
the planned enterprise locators within the area:

● Labor-intensive manufacturing (e.g. semi-conductors, electronics, and

garments)
● Medium-rise housing for young families

Page 27 of 74
● Logistics/warehouse
● Business process outsourcing (BPO) Office
● Housing
● Labor-intensive manufacturing employing women (e.g. sewing, clothes and
toys making, and food processing,)
● Factory workers low-rise dormitories

The following are the planned institutional locators within the area:

● Hospital
● Cabuyao Institute of Technology (CI Tech)
● Event Center
● Disaster Management Facility
● Field sports
● Park & kids playground
● Lake Reclamation Project

Figure 9. Future site development plan of the Cabuyao Enterprise City.

Once fully constructed and operational, the CEC is foreseen to generate several
job opportunities to the community. Furthermore, it will improve the overall
competitiveness of the city within the region (Gamba, 2017).

Providing infrastructure support to the CEC is very important to make it an

effective guide and propeller of the future growth of Cabuyao City. However, its
effectiveness will depend largely on the accessibility and type of transportation
system and facilities that will be developed to support it.

3.1.2. Traffic Impact Assessment for the CEC

To gather evidence, the area was visited and observed in order to assess and to
gather preliminary data. A preliminary survey was also conducted to estimate the
volume of vehicles passing through NIA Road in preparation for the 12-hour
volume count survey. Moreover, affected roads and intersections such as

Page 28 of 74
Mamatid and Burgos Roads were determined to finalize count stations. The
vicinity map of the development is shown in Figure 10.

Figure 10. Vicinity map of the proposed Cabuyao Enterprise City (CEC)

Source: CIDA

To complement the survey, document review was also done. These show that
NIA Road is the access way for the proposed New Enterprise City development
that will cater a mixed used development aim to pursue economic growth in
Cabuyao City. It runs parallel to MSR, the gateway outside of Cabuyao. On the
other hand, Mamatid Road and Burgos Road influence local trip making that
access the NIA Corridor.

The proposed New Enterprise City Cabuyao Development Project will cover
development making the NIA Corridor as the major ingress and egress.

Traffic Count

Traffic counts were undertaken along NIA Road. The 12-hour classified volume
count started from 7:00 a.m. to 7:00 p.m. will be the basis of the survey that will
cover ten (10) classifications of vehicles. Two types of trucks will be considered
depending on their sizes namely, Elf and Delivery Trucks, in consonance with
the City Ordinance on Truck Ban. Bicycles and motorcycles will also be
considered in the count classification. This will also be applied to the pedicabs
and tricycles as they were modes of public transportation and counted as part of
the tally. The traffic counts are summarized in in the following figures.

Page 29 of 74
 Figure 10. 12-Hour Traffic Count NIA Road Southbound (SB)

Figure 11. 12-Hour Traffic Count NIA Road Northbound (NB)

Baseline Traffic

After identifying critical movements (northbound and southbound) along the

corridor, 18-hour traffic count survey was carried out. The value for each vehicle
type classification is derived from the morning and afternoon peak hours. Tables
10 and 11 present the baseline traffic according to vehicle type totals in
vehicles/hour and pcu/hour5. These computed values are designated as the
baseline traffic volumes for the critical sections with respect to the proposed
CEC.

5
pcu = passenger car units. Assumed passenger car equivalent factors (PCEF) are as follows: motorcycle = 0.5; passenger car,
tricycle, pedicab/bike = 1.0; jeepney, small truck = 1.5; large truck = 1.5; and bus = 2.2.

Page 30 of 74
Trip Generation

Land use development generates trips of people and vehicles. Traffic is

measured in terms of person trips and will be converted into vehicle trips (a single
or one-way directional travel movement with either the origin or destination of the
trip within the study area). The sum of person trips produced (coming from the
proposed development) and attracted (going to the proposed development) will
depend on what type of development, physical features like total floor area, type
of building occupancy and phasing of construction until operation.

Residential units are the trip generators for the case of the proposed low-rise
condominiums which is the major component of the development. As such,
residential use type building was employed in estimating traffic.

In the vicinity of the proposed site, it is reasonably assumed that private trips will
use cars or motorcycles, while public transport commuters will use public utility
jeepneys, SUVs and in some cases, tricycles.

Traffic Assignment

Appropriate traffic assignment can be done when the characteristics of the area
are determined. Before, during and after the survey, large volume of vehicles ply
along NIA Road South Bound both during lunch time and early evening. It was
observed also that the behavior of traffic is the same along NIA Road North
Bound.The estimated peak hour traffic distribution and assignment of trips
generated are shown in Tables 13 and 14.

Estimation of Future Traffic

CEC was assumed to have completely occupied and will have constant
southbound and northbound trips. Furthermore, projections until 2028 were
provided to show the future traffic condition in the area. Estimates are
summarized in Tables 15 and 16.

Page 31 of 74
 Table 10. Baseline traffic - AM peak hour
MC/
Road Direction CAR SUV BUS ELF VOLUME VOLUME
JEEPNEY TRUCK TRICYCLE BIKE
(veh/hr) (pcu/hr)
Southbound 12 7 0 7 2 39 22 8 97 102
NIA Road
Northbound 14 14 0 7 2 45 20 11 113 123

Table 11. Baseline traffic - PM peak hour

MC/
Road Direction CAR SUV BUS ELF VOLUME VOLUME
JEEPNEY TRUCK TRICYCLE BIKE
(veh/hr) (pcu/hr)
Southbound 12 9 0 6 3 39 18 5 96 105
NIA Road
Northbound 14 8 0 5 3 36 26 12 104 112

Table 12. Estimated person trips per day generated – weekday

Peak Public Private
Direction
Period Transport Transport

Southbound 332 142

AM
Northbound 529 227
Southbound 502 215
PM
Northbound 400 171

Page 32 of 74
 Table 13. Traffic Assignment - AM peak hour
Road Direction 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028
Southbound 108 111 114 117 120 123 126 129 133 136
NIA Road
Northbound 130 133 137 140 144 148 152 156 160 164

Table 14. Traffic Assignment - PM peak hour

Road Direction 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028
Southbound 111 114 117 120 123 126 129 133 136 140
NIA Road
Northbound 118 121 124 127 130 134 137 141 145 148

Table 15. Estimated AM peak traffic volume for the ‘with development’ scenario (pcu/hour)
Road Direction pcu/hr 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028
Southbound 102 216 221 227 233 239 245 252 258 265 272
NIA Road
Northbound 130 259 266 273 280 288 295 303 311 319 328

Table 16. Estimated PM peak traffic volume for the ‘with development’ scenario (pcu/hour)
Road Direction pcu/hr 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028
Southbound 105 222 227 233 240 246 252 259 266 273 280
NIA Road
Northbound 112 206 211 217 223 228 234 240 247 253 259

Page 33 of 74
Traffic Impact Assessment

Based on the projected traffic flows and the estimated road capacities, the level
of service (LOS) are evaluated for the links that were deemed to be influenced
by the proposed development. The level of service (LOS) is a measure for
assessing the traffic conditions along transportation facilities. The six LOS values
are; ‘A’ to ‘F’, with ‘A’ pertaining to free flow conditions and ‘F’ congested or traffic
jam conditions. The measure of effectiveness corresponding to each LOS value
is the volume to capacity ratio or VCR. The lane capacity (pcu/hr/lane) is
determined taking into consideration road friction that includes public transport
operations (e.g., loading and unloading), lane widths, pedestrian movements,
roadside land use, and other elements.

Findings suggest that the estimated LOS for the critical AM and PM peak periods
indicates that traffic for the “with” project case is not significantly worse than
traffic for the “without” project case. Since in the first place, even without
development, the roads experiences heavy flow of traffic. Thus, it is generally
concluded that the impact of the development would not have detrimental effect
on its immediate environment.

Further, parking slots must be provided in order to avert on street parking which
causes congestion in the streets.

The results of the traffic count show a comfortable volume of vehicles travelling
along NIA Road. The survey also shows that the peak hours in the morning is
between 9 AM to 10 AM and during afternoon peak hours at 4 PM to 5 PM.
During this period, majority of the area experience slower traffic movement. This
is attributable to the existing land uses such as residential, commercial,
institutional and industrial that are evident along the stretch of road included in
the impact area of the project. Trip production of the area is attributable that
majority of land uses is residential, where people go away from home to work, to
go to school, and to shop. On the other hand, trip attraction of the impact area
will be accounted to surrounding establishments as a place of work.

Trip attraction during the said peak hours include schools, office, commercial and
retail activities, deliveries for industries, multi modal service connecting
establishments of service companies, and other home-based trips like shopping
and attending to other personal needs.

Jeepneys and tricycles are considered as the primary mode of public transport
reaching critical junction linking the area of the proposed project to outside of
Cabuyao. Their route can reach access way to Manila South Road to South
Luzon Expressway, inner residential and retail enclaves and other enterprises.
Some informal interviews with trip makers revealed that trip purposes such as to
work, to shop and study constitute the huge volume of trip production.

On the other hand, private vehicles abound with all the roads in the impact area.
The projection of growth further dictates that over time, private vehicles within

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 the impact area of the proposed project will tremendously increase as it will
increase the demand for traffic movement.

Aside from the existing development and establishments, the proposed New
Enterprise City of Cabuyao is expected to attract more trips especially after the
whole completion of the project. It is expected that transportation improvement
shall be consider as far as traffic movement is concern.

From the results of the traffic count and initial visit, several strategies which
involve traffic engineering and management can be opted in order to mitigate
traffic problems in the area and to have a secured environment and better traffic
movement.

3.2. Planned PNR Stations

The North-South Railway Project - South Line, led and supported by the Japan
International Cooperation Agency (JICA), is an elevated railway system that is
expected to utilize the right-of-way of the Philippine National Railways (PNR) and
serve as a commuter line from the vicinity of Solis (City of Manila) to Los Banos
(Province of Laguna). There were different proposals for the location of station
in Cabuyao. The map of proposals is shown in Figure 12.

3.2.1. Overview of the proposed locations of PNR Stations

JICA Proposal

The proposal of JICA, following its study of the NSRP alignment,

proposes an additional station within the City of Cabuyao. Said station
shall be located within Barangay Gulod, in the vicinity of the Enterprise
City6.

With the JICA proposal, the existing PNR stations of Cabuyao and
Mamatid shall be maintained.

The proposed site will be accessible to population centers, especially the

NHA relocation sites and two other barangays, which are likely to be the
major sources of labor for the industrial hub. Due to its proximity to the
Enterprise City, the JICA proposed site may require the development of
only a short access road to the Enterprise City or none at all, which
means reduced cost or no additional cost at all.

6
https://eia.emb.gov.ph/wp-content/uploads/2018/01/PDS-PNR-Los-Ba%C3%B1os-NSRP-South-Line-Commuter.pdf

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Figure 12. Location map of the proposed PNR station in Cabuyao City

Page 36 of 74
 LGU Proposal

The Local Government of Cabuyao has also proposed an alternative

station location proposed by JICA, specifically in the the northern area at
Barangay Sala, close to the central district (poblacion) of the City. This
station is relatively close to the existing Cabuyao Station but quite distant
to the CEC.

The LGU proposes that the stations of Cabuyao and Mamatid still be
maintained even with the addition of the proposed station in Barangay
Sala.

It may require the construction of a long access road and acquisition of

new land for the access road to facilitate entry to the CEC. This will imply
additional funds to purchase land for the access road.

LGU Proposal + JICA Condition

The third alternative is actually the proposal of the LGU, combined with a
condition or constraint said to be imposed by JICA if it is to build the
station within Barangay Sala.

Allegedly, JICA will only agree to this proposal if the existing stations of
Cabuyao and Mamatid are removed.

3.2.2. Rapid Assessment of the JICA- and LGU proposals

Construction of the new

PNR station would
surely affect the
developments along
NIA Road. Although this
project is not a
prerequisite to improve
the corridor, the Study
Team evaluated
location proposals of
LGU and JICA to aid in
decision making of the
LGU. After a criteria-
based rapid
assessment of current
scenarios involving the
new PNR site location,
the study team zeroed
in on the original JICA
proposal at the CIDA Figure 13. NIA Road Corridor zone of influence
Avenue-Gatchalian Road junction in Barangay Banaybanay. The

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 following factors were considered: (a) service threshold; (b)
environmental factors; (c) regional development implications; and (d)
land development challenges.

The Study Team assumed that the zone of influence of NIA Road is
estimated at a 1 kilometer radius from any point along said road. This
supposes that the primary users of NIA Road are those that originate
from these zones, and that any activity or incident that takes place along
NIA Road will impact the roads, establishments, and population located
within the zone of influence.

Criterion 1: Service threshold

The 1-km radius of influence

was used to estimate the
service threshold according to
proportion of the population
that would primarily benefit
from the proposed site
locations. It was then
assessed which station was
most accessible to each
barangay.

Using data from the 2015

Census of the Population, it
was estimated that 9.15% of
Cabuyao’s population would
have the most physical
Figure 14. 1 km Radius of Influence from accessibility to the LGU
proposed stations
proposed station. On the
other hand, 47.36% of the total population would have easier accessibility
to the JICA proposed station. However, the presence of Cabuyao and
Mamatid stations ensures that almost all of Cabuyao’s residents will have
easy access to the at-grade PNR line.

Table 17. Nearest Station to Each Barangay and Percentage Share to Total Population
Nearest
Barangay 2015 2040 2015 2040
Station
Baclaran 13,626 27,911 4.41% 4.59%
JICA Banaybanay 30,197 57,506 9.78% 9.45%
Banlic 16,854 39,620 5.46% 6.51%
LGU Brgy. Uno 3,349 11,897 1.08% 1.95%
LGU Brgy. Dos 1,855 8,925 0.60% 1.47%
LGU Brgy. Tres 2,927 11,448 0.95 1.88%
LGU Bigaa 10,967 34,038 3.55% 5.59%
Butong 13,442 25,556 4.35% 4.20%

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Nearest
Barangay 2015 2040 2015 2040
Station
Casile 2,393 6,166 0.78% 1.01%
Diezmo 4,468 7,789 1.45% 1.28%
JICA Gulod 14,611 38,812 4.73% 6.38%
Mamatid 55,803 86,424 18.07% 14.20%
JICA Marinig 43,315 74,217 14.03% 12.20%
JICA Niugan 31,461 53,922 10.19% 8.86%
Pittland 3,235 5,799 1.05% 0.95%
JICA Pulo 26,636 44,701 8.63% 7.35%
LGU Sala 9,160 33,501 2.97% 5.50%
San Isidro 24,446 40,332 7.92% 6.63%

Table 18. Percentage of the Population’s Access to Proposed Stations

Station 2015 2040 2015 2040

LGU 28,258 99,809 9.15% 16.40%

JICA 146,220 269,158 47.36% 44.23%

The site was assessed to potentially service a greater number of

settlements and population concentrations in the city. An analysis of
indicative trip generation data based on existing residential development
concentrations in the city was made by the study team. It showed that trip
production (i.e. emanating from source households) is generally from the
southeastern section of the city, where most subdivisions and low-cost
and/or socializing housing developments are located; these are in
Barangays San Isidro, Mamatid and Baclaran (see areas encircled in red,
Figure 15). At the proposed site itself, i.e. the CIDA Avenue-Gatchalian
Road junction, is one of three (3) barangays with the highest populations
in 2015 – Barangay Niugan. Adjacent to it is Barangay Banaybanay (in
green circle), the fourth leading barangay in terms of population as of
2015. Notably, it will surpass Barangay Niugan in this department
beginning in 2020.

On the other hand, trip attraction, or simply the destination of trips

emanating from source households are predominantly in the
northwestern section of NIA road. This is where most commercial,
institutional and industrial establishments are located.

Page 39 of 74
Figure 15. Indicative trip generation to NIA Road, Cabuyao City

Page 40 of 74
 The city center or the población is at the northern end of NIA Road, quite
close to the LGU-proposed PNR site. However, it is not the source of the
bulk of home-to-work trips in the morning peak hours. If and when the
new PNR station is located there in the north, and the two other existing
stations are phased out (especially the station in Mamatid), then road
congestion will most likely continue along NIA Road because more per
capita and longer trips will have to be made from farther down south.

Criterion 2: Environmental Considerations

Several environmental criteria were considered in assessing the options

for the PNR station locations. These were based on the Environmental
Impact Statement (EIS) for the PNR South Commuter (North South
Railway Project, NSRP) Line by JICA and DOTr in July 2018.

● Areas frequently hit by natural calamities

Areas that are frequently visited and/or hit by natural calamities are
considered environmentally-critical. As per JICA and DOTr, the whole
alignment of the NSRP is prone to both geologic (i.e. ground shaking)
and typhoon hazards. Regardless the station location, both hazards
are foreseen along the PNR alignment and should be mitigated.

● Prime agricultural areas

Prime agricultural lands are defined as the “best agricultural lands” as
they are “highly productive farm lands, very fertile and highly suitable
for growing the country’s major food crops and various agricultural
products”7. As per JICA and DOTr, part of the NSRP alignment
traversing Cabuyao will pass through agricultural lands, although not
prime agricultural lands. This is the case regardless of the location of
the station (JICA or LGU-proposed).

● Nearby water bodies

The alignment of the NSRP traverses several rivers (main channels
and tributaries) including the Cabuyao River. In comparing the two
proposed station location, the LGU-proposed station is nearer to the
Cabuyao river, although not directly along or transecting the said
river. However, extreme weather events such as strong typhoons
could lead to rise in the water level and affect the station should it be
constructed at the LGU-proposed location.

● Others considerations
According to the JICA and DOTr, the NSRP alignment within
Cabuyao City will pass through areas of unique historic,
archaeological, or scientific interests declared by the National
Historical Commission of the Philippines (NHCP). These areas were

7
Senate Economic Planning Office, 2014

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 not specified in the EIS report but regardless of the final station
location, these areas must be preserved and protected during
construction and operations.

A summary of the discussion above is shown in the following table.

Table 19. Environmental considerations for the two proposed station

locations
Criteria JICA-Proposed LGU-Proposed
Station Station

Areas frequently Alignment is prone to geologic (i.e. ground

hit by natural shaking) and typhoon hazards
calamities

Prime Alignment will pass through agricultural areas,

agricultural areas but not prime agricultural areas

Nearby water - Nearer to Cabuyao

bodies River

Other Alignment will pass through areas of historic,

archaeological, and scientific interests

Shown below is a 100-year flood hazard map from Project NOAH. The
two proposed PNR stations were located within the map to show the
possible levels of hazard. As shown in the map, the site of the LGU-
proposed station is located at an area prone to medium and high flood
hazards while the JICA-proposed station is located at a relatively safe
area.

Page 42 of 74
Figure 16. 100-year flood hazard map showing the two proposed PNR station locations (Project NOAH, 2018)

Page 43 of 74
 Criterion 3: Regional Development Implications

Existing conditions

Calabarzon is made up of industrializing provinces and has been a major

in-migration site. It is part of a spill-over development host to Metro Manila
inhabitants who desire to reside in a less hectic residential environment.
This is borne out by the proliferation of gated enclaves and planned unit
developments in the region, notably Sta. Rosa and Tagaytay. Laguna is
also favored by industrial establishments, as evidenced by the growing
number of firms in the special economic zones in Cavite. A host of service
functions has since started to converge in Calabarzon, from housing,
health, education and recreation. As a result, provinces in the region are
rapidly urbanizing, particularly in Laguna, Cavite and Rizal.

Cabuyao City, in particular, posted the highest population increase in

Laguna Province from 2000-10 (i.e. 8.3 percent) as it hosted a series of
NHA low-cost resettlement sites in the southeastern side. In addition to
new housing developments, the city welcomed 897 more industrial
establishments in 2015; in that year alone, Cabuyao had 4,683 registered
businesses within its territory (DPWH 2018).

On top of population concentration, the city has locational advantages in

terms of accessibility. The presence of two (2) PNR sites in barangays
Bigaa and Mamatid gives Cabuyao a valuable function as an inter-
provincial transit area. Commuters using the PNR are currently passing
through the city on their way to the southern sections of Calabarzon,
ending with Calamba City, then moving on to Batangas and all the way
to Quezon using other transport modes.
As it is, Cabuyao City serves a valuable role as an inter-provincial transit
route from Metro Manila all the way to Quezon. The location of the PNR
Station at the LGU-proposed site in Barangay Sala will reinforce that role.

On the other hand, should the new PNR site be located in barangay
Banaybanay as originally proposed by JICA, the inter-provincial transit
function of Cabuyao will most likely evolve into a more advantageous
destination role. Provided that the city will properly develop a transit hub
in the new PNR site and other attractions in the inner areas, there will be
more incentives to explore the rest of Cabuyao and patronize its services.

Future conditions

The Regional Development Plan (2017-22) of Region IV-A is adopting the

Centers, Corridors and Wedges as a spatial strategy that will clinch the
region’s vision, goals and development outcomes. In this development
scheme, Cabuyao is seen as a sub-regional center in the proposed
hierarchy of settlements, where the region is vying for a more compact
urban development in cities within its territory.

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As designed, the regions intend to strengthen the East-West connections
in Calabarzon for balanced economic growth. This intent may benefit
Cabuyao as it will perform a more enhanced function as a gateway to both
Southern and Eastern Calabarzon. The planned Manila Bay-Pacific Coast
Corridor will also open market opportunities for industrial products and
logistical services from Cabuyao. Overall, it may mean the city will play an
enhanced functional role as a gateway to both southwestern Calabarzon
and the Southern Tagalog region.

From a spatial perspective and functional advantage viewpoint, the

location of the new PNR station at barangay Banaybanay will induce more
inbound travel to Cabuyao City. The other option of locating the station in
barangay Sala will only enhance its transit role in the regional
development scheme.

Criterion 4: Land development challenges

The Study Team also assessed the potential challenges on land

acquisition and developments in terms of access, i.e., connectivity,
related to the proposed locations as summarized below:

Table 20. Land development challenges on the proposed station

locations
Proposed Right-of-Way Access
Station Acquisition

JICA ● Land is ● Has access to government

available for facilities
purchase ● Has access to social
● Ownership: infrastructures
private ● Access to MSR via the
ICTSI Road and NIA Road
● May have direct access to
MSR via Gatchalian Road
(New Road Opening)
● With Access to Enterprise
City

LGU ● Land is ● Good access point for

available for Regional Development
purchase (CALABARZON)
● Ownership: ● With access to TODA
Catholic Terminals
Church ● With access to MSR via
ICTSI Road and NIA Road

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 Proposed Right-of-Way Access
Station Acquisition

● No direct access to
Enterprise City

3.2.3. Recent Developments

During the second consultative workshop of the Plan 250 Team with the
stakeholders in Cabuyao (12 December 2018), the representative from
the Cabuyao City Eng’g Office, Arch. Ronnie, informed the participants
that, in a meeting between DOTr and Cabuyao City LGU in Ortigas in
November of 2018, JICA had verbally agreed to implement the station in
Barangay Sala. In the same meeting, the representatives of the City of
Cabuyao had requested to JICA to maintain the Mamatid Station so that
the City could still be served by 2 stations.

No final decision came about during that said meeting since as of this
day in writing, the LGU of Cabuyao is yet to submit a technical justification
for their proposal that leans towards Option 2. Nevertheless, they are
hopeful that JICA will approve this new proposal upon endorsement by
DOTr.

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3.3. Cavite - Laguna Expressway

The Cavite-Laguna Expressway (CALAX) that is currently undergoing

construction will terminate in the vicinity of Mamplasan Interchange in Binan,
Laguna, over 6 kilometers away from the City of Cabuyao. Due to this distance,
no immediate, direct impact on NIA Road is foreseen. It must be considered,
however, that this expressway may spur development in neighboring areas, and
Cabuyao should constantly monitor any surge in vehicles, passengers and
development, and be ready to implement the necessary policies and projects to
mitigate the effects of such surge.

3.4. Laguna Lakeshore Expressway

The Laguna Lakeshore Expressway is a

proposed tollway project that begins in the City
of Taguig and ends in Calamba/Los Banos,
Laguna. It is approximately 56 kilometers in
length, and foresees a station in Cabuyao City.

The last available update on the project is a

failed bid in March of 2016. Due to the lack of
information on the project and its
implementation timeline, the Plan 250 team is
unable to determine the impact of the project
on Cabuyao City.

Similar to the CALAX project above, Cabuyao

City must monitor the progress of the project
and conduct a separate study to analyze the
impact of the proposed Cabuyao exit on the
existing roads and developments in the City,
and to identify the essential projects needed to
mitigate and support this impact.

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4. CONSULTATIVE WORKSHOPS

4.1. First Workshop

Two consultative workshops / focus group discussions were held with selected
stakeholders from the City of Cabuyao. The first one was held on 14 November 2018,
and was attended by a good mix of representatives from the local government, the
private sector, and transport groups, among others.

At the workshop, the team first presented the initial findings from its review of
documentation and the site visits it had conducted. The participants were, then, broken
into groups and discussions were led by selected facilitators from the Plan 250 Team,
with the aim of understanding the concerns, desires and level of awareness of the
participants and the entities they represent. Some of the major concerns/findings that
were identified are as follows:

● Road quality and quantity does not seem to match the development directions
of the LGU
● Transport policies require updating in light of new developments (e-bikes)
● A disconnect was observed in the transportation planning and the land use of
the area

A significant amount of time was also spent discussing the location of the future PNR
stations for the North-South Commuter Railway, and this resulted in the following
findings:

● Majority of FGD participants are aware of the two (2) proposed PNR Station
locations. They were informed by the LGU.
● There was split vote between the JICA and LGU proposed stations
● Regardless of the location, the NIA Road Corridor needs to be rehabilitated

The workshop results may be summarized as follows:

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4.2. Second Workshop

The second workshop was held on 12 December 2018, also in Cabuyao City and
was attended by a similar variety of representatives from the local government,
the private sector, and transport groups, among others.

During the conduct of the workshop, the team presented the finalized technical
findings and recommendation to be validated and to be further enriched by the
attendees with their ideas and perspective through a plenary to actively discuss
all concerns, issues and subject matter. The participants whom interacted with
selected facilitators from the Plan 250 Team and even with their co-participants
aimed to understand the wisdom behind the existence of presented options,
various concerns and desires of the participants, both individually and as a
group. The notable main concerns/findings that were identified are as follows:

● Validation/Peer view of conceptual transportation plan presented

A significant amount of time has been spent discussing and weighing the pros
and cons of respective options for the location of the future PNR stations for the
North-South Commuter Railway, in which resulted to the following findings:

● The LGUs technical justification report for the DOTr should focus or lean more
towards environmental impact, particularly on any factors that may have adverse
effects on the project, i.e., they should seek out and check with the Department
of Science and Technology. Consider the trenching to locate the
earthquake/fault line location. Identify if there are any present since the major
fault (West Valley Fault Line) is within 3.50 km from the city. Given this fact,
there is a possibility that smaller faults could be near the area, hence, it is
imperative that once the detailed design commence, the possible locations of
the faults should be determined to viably create a resiliency plan.

● There were divided views among the available options grounding on (1) the
advantage of having more stations within the city as it would cater more to the
locale populace as the stations will be closer to the frequent individual
users/commuters and (2) the possibility that commuters in the long run (on an
inter-regional level) would prefer to have lesser number of stations to hasten
transport commute since more stations would mean more delays as more
stations also spell more time for commuters to get on to and off from.

● Regardless of the stations’ location, the NIA Road Corridor definitely has to be
rehabilitated with adherence to mandated provisions, standards and
requirements in laying/providing markings, signages and PWD accessibility.

In line to which, a private organization (Geo-Innovatives) volunteered to help with

the resiliency plan for flooding. They also stressed the importance of including
social impacts as a factor to be considered.

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5. THE CONCEPTUAL PLAN

5.1. Summary of Issues

The above assessments and consultations present the importance of the NIA
Road Corridor in Cabuyao City. It provides access to major roads of
transportation in the city such as PUJs and tricycles. In fact, it passes through
almost all barangays, thus affecting significant number of the city population.

Further, the corridor could also serve as alternate route to MSR, the national
road which serves most of higher capacity passenger- and freight transport
modes. More importantly, better NIA Road would contribute to intensifying
developments in the east side of the city whose primary land uses are agricultural
and residential.

However, the corridor has poor road condition - there are potholes, signs of
flooding, open canals and drainage, insufficient sidewalks, and some
obstructions along the road. Also, its roads are relatively narrow compared to
MSR which somehow limits mobility of higher-capacity vehicles.

The TIA for CEC that examined the corridor observed that the traffic count show
comfortable volume of vehicles but experience slower traffic movement during
peak hours. But, the TIA expects that CEC attract more trips especially after the
whole completion of the project so transportation improvement shall be
considered. More importantly, the stakeholders confirmed that NIA Road
Corridor definitely has to be rehabilitated with adherence to mandated
provisions, standards and requirements in laying/providing markings, signages
and accessibility.

5.2. Objectives

The general objective of the plan is to improve multi-modal mobility along NIA
Road that will support the economic goals of the city. Specifically, top propose
road improvements along the NIA Road corridor such as traffic management
measures, road infrastructure improvements, PUV terminal and stop designation
factors, lane assignment features, and transit hub considerations.

5.3. Scope and Limitation

The Plan for Cabuyao’s NIA Road covers the planning period of 2020-2040.
Based on the city’s vision of transforming its local economy into the province’s
industrial hub, it proposes road improvements that will facilitate the smooth
implementation of the planned Enterprise City that is located at the eastern
section of the study area. These road improvements correspond to the specific
objectives outlined in the preceding section.

Page 50 of 74
 The study was conducted for a period of 2.5 months, within the first semester of
Plan 250, AY 2018-19. Within this period, the Plan was delimited to cover NIA
Road’s 5.22 km stretch and width that spans a range of 4.5m to 6.15 m (CIDA
2018).

The areas of inquiry were focused on two dominant existing conditions, namely:
the vision of Cabuyao City as contained in its CLUP; the planned Enterprise City
as a potential growth catalyst; and the proposed changes to the location and
number of PNR stations along NIA road.

5.4. Recommendations

As guided by the objectives, the Study Team made recommendations based on

the consultations with stakeholders and assessments from site reconnaissance,
and document review. The components of the plan as well as their respective
features and data considered are summarized in Table 22.

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Table 22. Components and features of the Plan
Components
Traffic management measures
Road infrastructure improvements
PUV terminal/stop designation
factors
Lane assignment features
Transit hub considerations
The succeeding sections details each of the component of the plan.
Features Data Requirements
Traffic signs Accident-prone areas, school zones, residential areas, etc.
Traffic signalization Critical intersections (i.e. based on validated LOS findings)
Law enforcement CTMO regulations, traffic management standards
Information campaign Existing official media outlets (including social media)
One way road system Existing land use map
Road map showing critical/congested sections
Road widening DPWH standards for provincial roads
Road construction Road map showing critical/congested sections
Road rehabilitation Existing land use map
Road maintenance Hazard map (i.e. flood-prone areas)
Road signs
Jeepney stops Existing and proposed public transport routes
Tricycle terminals Existing tricycle routes and congestion points
Existing land use along corridor at parcel/block level
Land/site suitability criteria maps – land use, hazard, road, settlement
Parking facilities Existing physical standards for provincial roads
Bicycle lanes
Sidewalks
PWD ramps
Ticket stations JICA-proposed station dimensions
Waiting areas Appropriate design standards for transit hubs
Drop off/pick up zones
Onsite parking
Bus terminal
Transfer facilities (e.g., stairs)
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 Traffic Light Sidewalk Rehab

Designated PUV
stops*

Pavement
markings
Pedestrian Xing 50-m Parking Ban from All Info
@Intersections (8) Intersections (8) signages
*For boarding and disembarking

Other Programs and Projects:

City Traffic Management and

Development Office
Comprehensive City Transport
Master Plan
Inter-agency transport
coordination
Capacity development for traffic
personnel
Parking control and management

Figure 17. Traffic Management Measures, NIA Road Corridor

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5.4.1. Traffic Management Measures

The Transport System Development Road Map (2017) identified traffic

management measures that will decongest Cabuyao roads in the immediate,
short, medium and long terms. The recommended measures in the Road Map are
adopted in the Plan, given that these are the results of an expert study that was
conducted recently and for a longer period. In addition, it was revealed during key
informant interviews that the Road Map measures at all timeframes have not been
implemented so far. Hence, these measures bear repeating in the Plan, this time
for application in NIA Road in specific locations as deemed appropriate.

Figure 17 shows the measures that can be plotted on the base map of the study
area. Immediate infra-related measures as indicated are meant to be implemented
within six (6) months to one year along the length of the road. Among these are
(a) designated PUV stops and terminals for proper boarding and disembarking; (b)
pedestrian crossings at intersections; (c) 50-meter ban from intersections; (d)
information signages, and (e) pavement markings.

Short-term traffic management measures need to be in place within one to three

(3) years. Two (2) of these interventions are made up of road infrastructure. As
shown in figure 4, traffic light signalization will be needed in two (2) T-intersections
– one at the junction of Sala-Mamatid Road and J.P Rizal St. at the northern tip,
and the other one at the Pulo-Diezmo Road as it intersects with NIA Road. The full
TIA study (Gamba 2017) identified these intersections as the most congested
points along the study area, and this was further validated by the 12-hour TIA
validation of the study team.

Another hard intervention in the short term is the proposed sidewalk rehabilitation
of the entire 5.22-km stretch of NIA Road. As previously cited in the transportation
issues, the city’s sidewalks are obstructed with parked vehicles and other
inappropriately placed bulky items (e.g., encroaching shop implements,
construction materials). In the case of NIA Road, the sidewalks on both sides are
largely inexistent and the sporadic lengths of walkable strips need serious repair
while certain areas need complete sidewalk construction. Finally, the entire stretch
should be widened to allow for sufficient road right-of-way (RROW) for the road to
function as a full-fledged growth corridor. The prescribed standards for a
reclassification of a municipal road to a provincial road is to provide a RROW of
15m. In this case, national road RROW dimensions of 20m may be best, given that
both sidewalk and drainage system provision are required.

Soft traffic management measures - proposed programs and projects - within the
short term are three-pronged: (a) preparation of a Comprehensive City Transport
Master Plan; (b) capacity development for local traffic personnel, and (c) parking
control and management.

From three (3) years up to more than six (6) years from now on, medium- to long-
term traffic interventions are institutional in nature. First, the city needs to set up a
City Traffic Management and Development Office (CTMDO) that will have police

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powers. It will take directions from the Office of the Mayor but will take charge of
implementation on the ground. The CTMDO will be mandated to ensure that public
investments on traffic and road infrastructure improvements (e.g., signalization,
signs) are properly operated, maintained and protected. Security of tenure will be
granted among deserving traffic management personnel as incentives that will
encourage value-driven leadership among the ranks. In contrast to the current
citation tickets that are the only weapons wielded by traffic policemen, CTMDO
personnel will be empowered to confiscate the licenses of erring drivers. The office
will also be authorized by law to perform transportation planning and engineering,
traffic enforcement, parking operations and support services.

The other medium- to long-term measure is in the area of inter-agency transport

coordination. It can be both complex and controversial, yet highly necessary.
Among the services that need coordinating are complementary policies,
operational schedules, implementation of road safety measures, pooling of
expertise, and knowledge management.

5.4.2. Road Infrastructure Improvements

Road Widening and sidewalk

It is very important that the sidewalk will be recovered for the use of pedestrian in
improving their mobility and accessibility in the area. Once completed, the
proposed project will attract more people who will be part of walking pedestrian.
Local authority (barangays) shall spearhead promotion of safer mobility to the local
community through proper use of sidewalks.

The proposed development and its impact areas is considered as an attraction and
production of trip makers. Better pedestrian movement will mean safe and livable
community. The exiting land uses surrounding the proposed project predominantly
residential uses, will produce more person trips that greatly depend on the level of
accessibility of needs.

Road signages

Road signages are important to moving motorists and pedestrian while making
their trip. These serve as visual reminders to both in moving and travelling safely
and secured. Proper installation of road signages and speed limit information by
placing in a conspicuous area that can be seen by the moving vehicles and
pedestrian.

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Figure 18. Road infrastructure improvement, NIA Road corridor

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In the construction phase of the proposed development, road signs are perceived
to be beneficial especially for the future residents of the proposed development
and for drivers traversing the said roads. Road signage should comply with the
international standard based from the Manual on Uniform Traffic Control Devices.
Speed Limit should also be imposed especially along the said road since
developments surrounding this road are usually commercial type. Regulating the
speed limit of vehicles would mean safer road especially for the pedestrians.

Pedestrian access

Some parts of the NIA Road approaching the project site is recommended to
consider the concept of walkability and pedestrianization. Also, other part
influencing the NIA Road like Mamatid and Burgos Road shall be maintained as
an access way to both vehicles and pedestrians.

There are several measures can be applied both on the demand side and supply
side. Strategies such as provision of more crossing facilities at a distance
accessible to pedestrians, i.e not more than 100 meters away from major trip
origin/destination is preferred by most pedestrians. (2) Identified seamless
sidewalks that will enhance mobility by walking in the area; (3) providing adequate
facility for people with disabilities; (4) landscaping and greening of pedestrian
facilities in the vicinity as an element of visual amenities and neighborhood
concept; (5) provision of ample street lighting and presence of security personnel;
(6) enforcing speed limits on vehicles traversing the Avenue; and (7) accessible
and safe local tricycle terminals. All these contribute to the attractiveness of
walking as a mean to move from one place to another in the area.

Parking Spaces

There should also allocation for parking slots. It is recommended to come up with
accessible parking lot on the proposed project. This will also ease the internal
traffic problem that is expected to happen once the construction is finished.
Coordination with the barangay is important so as to identify possible location of
parking space for vehicles during the construction phase.

In the construction phase of the development project, it is recommended that the

assigned parking area by the barangay shall only be use. Also, the regulation on
parking by the city shall be strictly observed during construction activities.

Environmental considerations:

Earthquakes
Because Cabuyao City is considered an environmentally-critical area, measures
must be taken to mitigate hazards, including geologic hazards (earthquake /
ground shaking).

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 Using the publicly-available online Fault Finder8 service of the Department of
Science and Technology (DOST), the JICA-proposed PNR station location is
approximately 10.2 km of a known fault line, the West Valley Fault.

On the other hand, the JICA-proposed PNR station location is approximately 9.4
km of the West Valley Fault.

Although these fault lines may seem distant enough from NIA Road and the PNR
stations, it is recommended that exploratory trenching be conducted in order to
verify if any faults (previously unknown) exist in the area.

8
http://faultfinder.phivolcs.dost.gov.ph/

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Flood Mitigation

In addition to being in a flood-prone area, NIA Road as well as the PNR alignment,
traverse rivers channels and tributaries, including the Cabuyao River.

As per the JICA EIS Report on the PNR NSRP Alignment, the creeks and rivers in
the city (including the Cabuyao River) drain to the Pasig-Laguna de Bay River
Basin, one of the 18 major river basins in the country. As per DPWH standards,
100-year flood design should be considered in the mitigation efforts. Construction,
repair or retrofitting of flood control and drainage (FCD) infrastructure should be
prioritized.

It is recommended that Cabuyao implement the appropriate flood mitigating

solution for the concerned sites, following an in-depth analysis of the area, the
cause of flood and the existing resources and infrastructure.

5.4.3. PUV Stops / Terminals

At present, there are no Public Utility Vehicles (PUVs) that ply along the entire
stretch of NIA road. However, once the development of NIA road have been
completed, it is envisioned to serve as an arterial road that could help divert traffic
from the already congested Manila South Road. Thus, Cabuyao City may opt to
open new PUV routes that can serve the potential passenger traffic at NIA road.

PUV Stops

The recommendations on Cabuyao City’s Transportation System Development

Road Map was adopted for this analysis. Each proposed PUV Stop is located at
least 50 meters away from the intersection. This is to minimize conflicts with the
movement of vehicles at the intersection. The Pick-up and Drop-off points were
chosen to maximize accessibility to major feeder roads such as Tarikan Rd. in the
north and Mamatid Rd. in the south since these areas are densely populated.
Lastly, stops of higher capacity PUVs (jeepneys) near high volume intersections
and at identified stops are spaced between 900 to 2,200 ft apart. This is in line with
the Transit Cooperative Research Program’s Guidelines for Location and Design
of Bus Stops that provides for the spacing range for urban and suburban areas at
500 to 1200 ft and 600 to 2500 ft, respectively.

Tricycle Terminals

Tricycles are expected to perform as feeders to higher capacity PUVs and operate
along feeder roads. The City’s Transportation System Development Road Map
also recommended the conduct of studies for the relocation of Tricylce and PUV
Terminals in consideration of important transfer points where passengers can
transfer to other modes of transport. The terminals should also be accessible from
residential and commercial areas, the proposed PNR stations, and other
developments or establishments that have high trip generation potential.

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 5.4.4. Lane assignments

Bicycle Lanes

A bicycle lane is defined as a “portion of the roadway that has been designated by
striping, signages, and pavement markings for the preferential or exclusive use of
bicyclists9”. The addition of bicycle lane(s) along the NIA Road will enhance multi-
mobility by giving opportunities to non-motorized vehicle riders, such as cyclists,
to use the road safely.

In this particular case, since the Cabuyao City Engineering Office initially designed
their NIA road improvement proposal to be 5.65m in width (scanned image, Figure
XX), there is room for one (1) functional lane for motorized vehicles (3.35m as per
DPWH standards) leaving a 2.30m-wide shoulder. This shoulder can be converted
to serve/function as an outer lane that can exclusively be used as cyclists’ lane.
As per Batas Pambansa No. 344, the preferred operating width is a minimum of
1.80m leaving more than enough space for the proposed bikelane.

Basic standards observed are all based on the American Association of State
Highway and Transportation Officials (AASHTO) Guide for the Development of
Bicycle Facilities published in the Arizona Bike Law Website10:

● Minimum Operating Width: 1.20 meters;

● Preferred Width: 1.50 meters;
● Bicycle lane symbols and markings should be placed periodically (both
made of retro-reflective materials)

The final configurations of the bicycle lanes, such as the lane placement, directions
(unidirectional or bi-directional), etc. will be designed based on the future road

9
https://nacto.org/publication/urban-bikeway-design-guide/bike-lanes/
10
http://azbikelaw.org/aashto-guide-for-the-development-of-bicycle-facilities/

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 conditions, traffic levels and behavior, and transport policies. Supplementary
policies and projects including bicycle parking facilities should also be looked in to
in the future.

Proposed Bicycle Lane Dimensions and Signages from the Arizona Bike Law Website

Possible Bicycle Lane Configurations11

11
Images from the US Department of Transportation
https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/separatedbikelane_pdg.pdf

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Scanned image from the Cabuyao City Engineering Office:
NIA Road Widening/Improvement Proposal

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Basing on the LGU-proposed NIA Road Improvement, the existing canal, barrier and concrete pavement will be demolished and replaced with
reinforced concrete culvert pipes and concrete box culverts at each sides in widths of 1.20m and with provision of access manholes for
maintenance purposes spaced at 6.0m distances in between each. Further, there is an imperative need to acquire an additional 6-7m width of
land in order to achieve and bring the road widening plan to reality since the existing functional width of the NIA Road corridor is only around
10m. The most notable modification that the Plan 250 Team will incorporate to the initial LGU version is the Portland Cement Concrete Pavement
(PCCP) thickness to adhere to DPWH’s national standard thickness of at least 0.35m, regardless of its road classification be it a national or
provincial road, since it serves trucks. The width of the sidewalk atop the curb and gutter to be at least 1.50m in width. And the typical design
provisions of 0.20m for each of the base and subbase courses shall be adopted to comply with the national standards for highway design and
construction.

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In retrospect, the choice of the drainage structure whether its an RCCP, box culvert or both depends purely on the designer and the authorized
implementing office;s approval. The prime consideration will only be the drainage’s adequacy to convey and drain both flood and surface water
from flooding or excessive rain within acceptable rate of time (water recedence).

General Cross-Sectional View

General Top View

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 General Perspective View

Conceptual Visualization of the Widened NIA Road with shouldes acting as Bicycle Lanes

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Laguna Lake Highway Design - an example of how bicycle lanes are integrated on major road projects

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Improvement of Sidewalk Facilities for Persons with Disabilities
The standards used in the improvement of sidewalk facilities is based on
the Implementing Rules and Regulations (IRR) of Batasang Pambansa
(BP) 344 - An Act to Enhance the Mobility of Disabled Persons by
Requiring Certain Buildings, Institutions, Establishments, and Public
Utilities to Install Facilities and other devices. This act was jointly
promulgated by the DPWH, DOTr, and the National Council for the
Welfare of Disabled Persons.

The basic standards for sidewalks are as follows:

● Dropped sidewalks should be provided at pedestrian crossings,

having widths corresponding to the width of the crossings.
● Maximum cross gradient of dropped sidewalks should be 1:100 or 1%
to prevent water from collecting.
● Proper signages should be provided, following DPWH and BP 344
Supplemental Guidelines and showing the International Symbol of
Access.
● Provision of slip-resistant material or grooved surfaces.
● Sidewalks/walkways should be at least 1.20 meters in width.

The figures shown are some of the basic standards required in BP 344.

Sidewalk Standards for PWDs

Ramp slab section details

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Perspective Drawings of Dropped Sidewalks

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 5.3.5. Transit Hub Site and Layout

In preparing the design and layout of the transit hub and its surroundings,
the following primary features must be kept in mind:

● The site must be easily accessible from public road/s so as to allow

both vehicles and pedestrians a convenient means of entry
● Adequate transfer facilities for all passengers (loading and unloading
bays, pedestrian crossings, stairs, ramps, etc.) must be provided.
Such must take into account gender-sensitivity and be compliant with
the requirements of Batas Pambansa Blg. 344, its guidelines, and
other relevant disability laws12
● The location of transport terminals (bus, jeep, tricycle, etc.) should be
adjacent/linked to the train station to simplify and hasten passenger
transfers, and encourage multi-modality
● Provision of ample space for parking of motor vehicles (“park and
ride”)
● Addition of commercial area/s, if desired/required

12
http://www.ncda.gov.ph/disability-laws/

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Approximately 2,000 sqm of land area is required for a basic PNR station,
while improved stations such as those with parking lots, pick-up/drop-off
areas and other facilities will require about 3,500-4,000 sqm.

Stations must:

● Be able to accommodate long-term passenger capacity (planned for

at least 30 years)
● Be compliant with relevant local standards
● Have separate paid and unpaid areas
● Provide sufficient number of ticket booths and faregates
● Provide waiting areas
● Be installed with proper signage for passengers and employees
● Provide sanitary toilets and breastfeeding stations/areas
● Other operation and maintenance areas (offices, control room,
equipment room, etc.)

Sample Train station Layout

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5.4.5. Institutional Arrangement

The proposed developments and improvements along NIA Road shall

have the full cooperation and active participation of various stakeholders
that may be affected once implemented. The implementation of various
mitigation measures identified by this study will improve the transport
environment of the area where the location of the proposed building is
included.

The proponent needs to constantly coordinate with local authorities in

charge of traffic management with regards to their construction activity to
reduce, if not totally eradicate the impact to traffic.

The proponent needs to deploy traffic officer or aide during the

construction phase (local residents of barangay is preferred) to
complement the effort of barangay authority in managing the movement
of both vehicles and pedestrian.

Barangay officials will monitor the compliance of the proponent/

developer of the proposed project until final completion with regards to
traffic management.

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6. Roadmap and Areas for Further Investigation
Immediate
Within One Year
Release of Ordinance
Preparation of Transport
Management Plan
Conduct of Information and
Education Campaign
Setting up of Institutional
Framework of the Transport
Management Plan
Conduct of Transport Impact
Assessment (TIA)
Conduct of Transport Surveys to
determine proper locations
terminals and stops (Origin-
Destination, Intersection Traffic,
Boarding and Alighting, etc.)
Conduct and/or adopt policy to
classify and monitor PUVs
Road Map for NIA Road Corridor
Short Term
1 to 3 years
Implementation of Transport
Management Plan
Identification of Road Openings
Assessment of Land for
Acquisition (ROW)
Road Widening and Drainage
Improvement Projects
Construction of Transit/Transport
Terminals
Conduct tests for identified
boarding and alighting areas and
reconfiguration, if necessary
Implement classification scheme
for PUVs (e.g. color coding per
Medium Term Long Term
3 to 6 years 6 years+
Purchase of Land and Road Maintenance
Settlement with Project Affected
Families
Resettlement Action Plan (if Drainage Maintenance
any)
Construction of Roads, Service Review of Transport and Traffic
Roads and the like Related Policies and Institutions
Finalize designated terminal and
stops including
improvement/provision of
passenger amenities (waiting
sheds with PWD access, posted
schedule of trips, etc.)
Conduct study of converting
motorized PUVs to green
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 Road Map for NIA Road Corridor

Immediate Short Term Medium Term Long Term

Within One Year 1 to 3 years 3 to 6 years 6 years+

route) to ensure accountability of (electric) vehicles for more

PUV groups on safety and sustainable transportation
security of passengers

Employing Traffic Management Improvement of Lanes and Lane

Measures Assignments

Strict enforcement of boarding Installation of CCTVs at all Study possibility of installing GPS
and alighting at designated strategic areas within the city, on PUVS for real time monitoring
terminals and stops especially terminals and stops

Empowerment of traffic enforcers

through conduct of trainings

6.1. Areas for Further Investigation

Notable concerns/points have been raised during the second workshop. All of which should be considered or listed for areas for
further investigation.

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END

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