LPTRP Manual Volume 1.2

Local Public Transport Route Plan Manual Version 1.
VOLUME 1.2
January1 2021
Local Public Transport Route Plan Manual Version 1.2
Republic of the Philippines

Land Transportation Franchising & Regulatory Board
Department of Transportation
Local Public Transportation Route Planning and Management Course Project
LPTRP MANUAL VOLUME 1 (Version 2)
25 January 2021
Prepared by:
TRANSPORT AND TRAFFIC PLANNERS (TTPI) INC.
In Joint Venture with
UNIVERSITY OF THE PHILIPPINES PLANNING AND DEVELOPMENT RESEARCH FOUNDATION, INC.

(UP-PLANADES)
c/o TTPI: Rm. 410 J & F Divino Arcade, 961 Aurora Blvd.
Cubao, Quezon City 1102
Philippines
Tel: (632) 355 4752
Telefax: (632) 995 8311
Email: ttpi2003@yahoo.com
Website: www.ttpiph.com
Prepared for:
LAND TRANSPORTATION FRANCHISING & REGULATORY BOARD

East Avenue, Quezon City

Tel: 8925 7194│8426-2515 │8426-2534
Email: puvmplptrp.dotr@gmail.com
Website: www.ltfrb.gov.ph
2021 © Copyright LTFRB
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Table of Contents
INTRODUCTION .......................................................................................................................................... 11
Scope and Purpose of the Manual .............................................................................................. 11
New Transport Planning Process ............................................................................................... 11
Role of Local Government Units and National Government Agencies in the Local Public
Transport Route Plan ................................................................................................................... 12
Basic Principles in Public Transport Route Planning ............................................................... 12
Basic Principles ................................................................................................................... 12
Classification and Characteristics of Public Transport Services .......................................... 13
Guidelines in the Identification of Routes ............................................................................ 14
Road Network Forms and Hierarchy of Modes ................................................................... 14
Hierarchy and Classification of Public Transport Modes ..................................................... 15
Maximum Distance .............................................................................................................. 17
Route Modification............................................................................................................... 18
New or Developmental Routes ............................................................................................ 18
Route Connectivity .............................................................................................................. 19
Public Transport Route Planning Procedures ........................................................................... 19
Overall Process ................................................................................................................... 19
Basic Stages in the Local Public Transport Route Plan (LPTRP) Preparation ....................... 20
Conduct of an LPTRP Study ............................................................................................... 20
Preparation of the Report: LPTRP ...................................................................................... 21
PREPARATION OF THE LOCAL PUBLIC TRANSPORT ROUTE PLAN (LPTRP) ................................... 22

Contents of LPTRP Main Report: Chapter 1 - Introduction ...................................................... 22
Contents of LPTRP Main Report: Chapter 2 - Study Area/Corridors ....................................... 22
Contents of LPTRP Main Report: Chapter 3 - Existing Road Conditions and Public Transport
Routes ........................................................................................................................................... 23
Contents of LPTRP Main Report: Chapter 4 - Transport Surveys and Land Use Data .......... 27
Contents of LPTRP Main Report Chapter 5 - Assessment of Existing Public Transport
Operations..................................................................................................................................... 28
Contents of LPTRP Main Report Chapter 6 - Current Public Transport Issues and
Problems ....................................................................................................................................... 45
Contents of LPTRP Main Report Chapter 7 - Public Transport Objectives and Strategies ... 46
Contents of LPTRP Main Report Chapter 8 - Public Transport Routes Identification and
Evaluation ..................................................................................................................................... 47
Basic Concepts in Public Transport Route Network Structure Design ................................ 48
Contents of LPTRP Main Report Chapter 9 - Plan Monitoring and Evaluation System ......... 58
Contents of LPTRP Main Report Chapter 10 - Summary of Recommended Routes .............. 64
Outline of the Complete Report................................................................................................... 64
PUBLIC TRANSPORT SYSTEM DEVELOPMENT ..................................................................................... 68

Passenger Facilities and Garage ................................................................................................ 68
Vehicle ................................................................................................................................ 68
Stops ................................................................................................................................... 69
Terminals ............................................................................................................................ 70
Operations and Management ...................................................................................................... 70
Terminals and Turning Points ............................................................................................. 70
Garage of Public Transport Vehicle .................................................................................... 71
Public Transport Performance Indicators ............................................................................ 71
First and Last Mile Access........................................................................................................... 73
Walking ............................................................................................................................... 74
Cycling ................................................................................................................................ 74
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Pedicabs ............................................................................................................................. 74
Tricycles .............................................................................................................................. 74
LPTRP APPROVAL PROCESS .................................................................................................................. 76

Approval Process ......................................................................................................................... 76
Penal Provisions........................................................................................................................... 76
Annex A - Public Transport Route Planning Procedures

Annex B - Transport and Traffic Survey
Annex C - Sample Data Processing
Annex D - Evaluation Checklist
Annex E - Template for the Maps and Tables to be Contained in the LPTRP Report
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List Tables
Table 1.1: Service Characteristics of Transport Modes and their Passenger Capacity per Hour Estimates ......... 16
Table 1.2: Maximum Distance of PUJ Routes....................................................................................................... 17
Table 1.3: Maximum Distance of UV Routes ........................................................................................................ 18
Table 1.4: Composition of the LPTRP Team......................................................................................................... 21
Table 2.1: Local Public Transport Route Plan (LPTRP): Main Report Contents ................................................... 22
Table 2.2: Contents of the LPTRP Report - Chapter 1.......................................................................................... 22
Table 2.3: Contents of the LPTRP Main Report - Chapter 2 ................................................................................ 23
Table 2.4: Contents of the LPTRP Main Report - Chapter 3 ................................................................................. 23
Table 2.5: Contents of the Main LPTRP Report - Chapter 4 ................................................................................. 27
Table 2.6: Contents of the Main LPTRP Report - Chapter 5 ................................................................................. 28
Table 2.10: Contents of the LPTRP Main Report - Chapter 9 ............................................................................... 58
Table 2.11: Public Transport Performance Indicators and Measures ................................................................... 60
Table 2.12: Sample LPTRP Monitoring and Evaluation Plan ................................................................................ 62
Table 2.13: Contents of the LPTRP Main Report - Chapter 10 ............................................................................. 64
Table 2.14: Outline of the Complete Report .......................................................................................................... 65
Table 4.1: Approval process of the LPTRP ........................................................................................................... 76
List Figures
Figure 1.1:Functional Classification of Roads ....................................................................................................... 15

Figure 1.2: Treatment of Vehicular Traffic Movement and Speed Against Access to Property Among Road Types
.............................................................................................................................................................................. 15
Figure 1.3: Estimated Passenger Capacity per Peak Hour per Peak Direction per Type of Mode Used .............. 17
Figure 1.4: Passenger Capacity per Hour per Direction per Type of Mode Based on the OFG ............................ 17
Figure 1.5: Public Transport Route Planning Process .......................................................................................... 20
Figure 2.1: Modified Framework for Sustainable Transport by F. A. A. Uy (2017) ................................................ 59
Figure 3.1:Sample vehicle and route code ............................................................................................................ 68
Figure 3.2: Recommended Stop Design ............................................................................................................... 69
Figure 3.3: Location of Far-Side, Mid-block, and Nearside PUV Stops................................................................. 70
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Abbreviations
AFCS Automatic Fare Collection System

ALF Average Load Factor
AOV Average One-Way Volume
APK Actual Passenger Kilometer
APL Average Passenger Load
APU Actual Passenger Unit
ASC Average Seating Capacity
ATS Average Travel Speed
BAS Boarding and Alighting Survey
CCTV Closed-Circuit Television
CDP Comprehensive Development Plan
CDP Comprehensive Development Plan
CLUP Comprehensive Land Use Plan
CMP Coastal Management Plan
CPC Certificate of Public Convenience
DAP Differently Abled Person
DENR Department of Environmental and Natural Resources
DILG Department of the Interior and Local Government
DOTC Department of Transportation and Communications
DOTr Department of Transportation
DPWH Department of Public Works and Highways
F Frequency
FGD Focus Group Discussions
FLUP Forest Land Use Plan
FR Fare Rate
FS Fleet Size
FV Future Volume
GPS Global Positioning System
H Headway
HIS Household Interview Survey
HLURB Housing and Land Use Regulatory Board
ITS Intelligent Transport System
JMC Joint Memorandum Circular
KII Key Informant Interview
KPH Kilometer per Hour
LGC Local Government Code
LGU Local Government Unit
LOS Level of Service
LPG Liquified Petroleum Gas
LPS License Plate Survey
LPTRP Local Public Transport Route Plan
LTFRB Land Transportation Franchising and Regulatory Board
LTO Land Transportation Office
MC Memorandum Circular
MMUTIS Metro Manila Urban Transport Integration Study
MPK Maximum Passenger Kilometer
MUCEP MMUTIS Update and Capacity Enhancement Project
NAU Number of Authorized Unit
NESTS National Environmentally Sustainable Transport Strategy
NMT Non-Motorized Transport
NOC Notice of Compliance
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NOH Number of Operating Hours

NONC Notice of Non-Compliance
NRT Number of Round Trip
NU Number of Unit
NUO Number of Units in Operation
OD Origin-Destination
OFG Omnibus Franchising Guidelines
PA Provisional Authority
PCU Passenger Car Unit
PD Passenger Demand
PDPFP Provincial Development and Physical Framework Plan
PNP Philippine National Police
PPH Passenger per Hour
PPHPD Passenger Per Hour Per Direction
PT Public Transport
PUB Public Utility Bus
PUJ Public Utility Jeepney
PUV Public Utility Vehicle
PV Passenger Volume/Present Volume
PWD Person with Disability
RCAP Route Capacity
RL Route Length
RMC Route Measured Capacity
RTPD Road Transport Planning Division
SF Seasonality Factor
TAT Turn Around Time
TNC Transport Network Corporation
TNVS Transport Network Vehicle Service
TRP Tricycle Route Plan
TRT Travel Time
TRU Tricycle Regulatory Unit
TT Travel Time
TWT Terminal Waiting Time
UP University of the Philippines
UR Utilization Rate
UV Utility Vehicle
VCR Volume Capacity Ratio
VLF Viable Load Factor
VOC Vehicle Operating Cost
VOR Volume of Ridership
VpD Vehicle per Day
VpH Vehicle per Hour
VV Volume of Vehicles
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DEFINITION OF TERMS
Arterial Roads – Roads that provide the highest level of service for the longest uninterrupted distance, with some
degree of access control. They may be highways and be circumferential or radial in form. These roads deliver
traffic from collector roads to other arterial roads and expressways.
Certificate of Public Convenience (CPC) – Permit issued by the LTFRB for the operation of road transport
services for public use.
Collector Roads – Roads that provide a less highly developed level of service at a lower speed for shorter
distances. Their function is to collect traffic from local roads and connect them to arterial roads.
Comprehensive Development Plan (CDP) – The action plan prepared by a local government unit to develop
and implement priority sectoral and cross-sectoral programs and projects in the proper locations gradually and
incrementally, until the desired shape or form of development is eventually attained.
Comprehensive Land Use Plan (CLUP) – The plan for long term management of the local territory, identifying
areas where development can and cannot be located and directing public and private investments accordingly.
Developmental Routes – Routes designed to serve new residential, commercial, and other land use
developments.
Expressways – Highways with limited access, normally with interchanges; may include facilities for levying tolls
for passage in an open or closed system.
Filcabs – Public utility vehicles with seating capacity of nine (9) to thirteen (13) passengers and are meant to
replace tricycle and the like services in all national roads, highways, expressways, or any arterial road. This kind
of service may also serve intra-zonal movements.
Garage – An off-street area where public utility vehicles are stored/parked while not in operation and where
repair/maintenance works are done.
Local Government Units (LGUs) – City, provincial, and municipal governments, or agencies or authorities
responsible for special economic zones or administrative regions.
Local Public Transport Route Plan (LPTRP) – A plan detailing the route network, mode, and required number
of units per mode for delivering public land transport services within the geographical jurisdiction of a given Local
Government Unit (LGU). This is prepared by local government units and approved by the Department/LTFRB.
This plan shall serve as the basis of a comprehensive local transport plan.
Local Roads – Roads not defined as arterial or collector. They primarily provide access to land with little or no
through movement.
Loop Service – A continuous service with a specific route structure within a defined zone which includes, but is
not limited to industrial parks, economic zones, school campuses, and emerging business districts. These routes
shall start and terminate at an off-street terminal.
Mini-Public Utility Buses (PUBs) – Air-conditioned and/or non-air-conditioned coaches used as public utility
vehicles and classified as mass transit system with seating capacity of 25 to 40.
Operator – a holder/grantee of a valid and subsisting CPC or PA issued by the LTFRB.
Public Utility Buses (PUBs) – Air-conditioned and/or non-air-conditioned coaches used as public utility vehicles
and classified as mass transit system with seating capacity of 30 to 60.
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Public Utility Jeepneys (PUJs) – Public utility vehicles that are used as feeder services to mass transit systems
such as buses, BRT and rail transport. In the OFG guidelines, PUJs are classified as Class 1, 2, 3 and 4.
Public Utility Vehicles (PUVs) – Vehicles that carry passengers and/or cargo for a fee, offering services to the
public, which may include, but are not limited to, UV Express service, PUBs, PUJs, Transport Network Vehicle
Service (TNVS), Filcab and Taxis.
Route – A path with defined starting and ending points that a public transport unit is authorized to operate, as
defined in the unit’s Certificate of Public Convenience, Provisional Authority, or other permits issued by the
LTFRB.
Stops – Are strategically located points or areas within an authorized route that are officially designated and
allocated for pick-up and drop-off of passengers.
Terminal – Off-street areas where passengers board and alight, usually located at the start and at the end of a
route.
Transfer Area – An area, hub, or facility where two or more routes meet, enabling passengers to connect or
transfer to other routes or modes.
Transport Network Corporation (TNC) – An organization whether a corporation, partnership, or sole proprietor
that provides pre-arranged transport services for compensation using an internet-based technology application
or digital platform technology to connect passengers with drivers using their personal vehicles.
Transport Network Vehicle Service (TNVS) – A Public Utility Vehicle accredited with a Transport Network
Corporation (TNC), which is granted authority or franchise by the LTFRB to run a public transport service.
Transport Planning – The process of defining future policies, goals and investments to rationally identify and
recommend infrastructure facilities, carrier services and operational systems to serve the demand for the
movement of goods and people from one place to another.
Turning Point – Route ends, zone centroids, road network or turn back systems (except for loop-type services)
where public utility vehicles are allowed to maneuver to resume operation and where transfer services are
normally available.
Utility Vehicle (UV) Express Service – A form of paratransit system which uses air-conditioned utility vehicles
or vans that ferry passengers directly terminal to terminal basis with no loading/unloading in between their origin
and destination.
Zoning Ordinance – Written regulations and laws passed by the Sanggunian of a Local Government Unit
concerned that define how property in specific geographic zones can be used. The Zoning Ordinance is a legally
binding set of rules and regulations affirming the usage of land in a city/municipality.
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MAIN REPORT
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Introduction
The passage of the Local Government Code of 1991 mandated national government agencies to
coordinate, inform, and possibly involve local government units (LGUs) in the planning and
implementation of their respective programs, projects, and activities. The Department of Transportation
(DOTr), formerly known as the Department of Transportation and Communications (DOTC), required
LGUs to issue a certification that attests the need for public transport services based on LGU
development plans prior to designating and enforcing public transport routes. This process recognizes
the mastery of LGUs of their own mobility and accessibility needs as well as of the local policies and
ordinances that were established to address local transport problems. As such, it is in the best interest
of LGUs to widen their scope and take charge of local route planning.
It is along the abovementioned concept that the Local Public Transport Route Plan (LPTRP) was
envisioned and delegated to LGUs to empower them in developing route-oriented transport plans.
Under the DOTr’s Department Order No. 2017-011, also known as the “Omnibus Guidelines on the
Planning and Identification of Public Road Transportation Services and Franchise Issuance,” the DOTr
shifts the determination and provision of public transport services from the private sector to the public
sector. This move empowers LGUs and, in effect, lessens their dependence on the private sector in
initiating the planning of local, regional, and national transport systems. To carry out this move, the
LPTRP will guide LGUs in planning, designing, and implementing local public transport routes.
The active role of LGUs in local transport planning strengthens the DOTr and its associated agencies’
mandate as the main government agency that authorizes, provides, and promotes adequate, safe,
reliable, efficient, and environment-friendly public transport for Filipinos.
Scope and Purpose of the Manual
The LPTRP Manual is designed for corridor-focused transport route planning. It aims to guide LGUs in
determining the appropriate public transport routes within its locality based on passenger demand and
corresponding public transport services. The manual lays out a simplified approach that can be utilized
even with limited transport data and/or without a comprehensive transport plan in place.
The DOTr and the Land Transportation Franchising & Regulatory Board (LTFRB) will issue a separate
manual or guidelines specifically for highly urbanized areas, cities, and municipalities that will require a
more complex transport model and analysis.
This manual does not invalidate any existing and planned comprehensive transport plan of LGUs.
However, the DOTr recommends that LGUs review their existing transport plans so that these can be
aligned with the provisions of the manual and complement other transport modes such as non-motorized
transport (NMT), rail, maritime, and civil aviation.
New Transport Planning Process
Traditionally, the DOTr’s Road Transport Planning Division (RTPD) determines the public transport
routes that are for franchising based on requests from public utility vehicle (PUV) operators. Entities,
such as individuals and corporations, identify and apply for the corresponding franchise on the route that
they would like to provide public transport service to. Given the supply-driven process of route allocation,
the approved routes are often not integrated or interconnected with one another.
To improve the local transport planning process, the new Omnibus Franchising Guidelines (OFG)
empower LGUs to craft their own LPTRPs that reflect appropriate solutions to their public transport
service requirements.
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Accordingly, cities and municipalities shall prepare their respective LPTRPs, focusing on intracity and
intra-municipal trips. On the second level, provincial LGUs shall formulate their LPTRPs with an
emphasis on intercity/municipal and intra-provincial trips. Cities and municipalities may add inputs to
their corresponding provincial transport plans. The DOTr shall play a major role in finalizing
interprovincial and interregional routes. Likewise, for intercity and intermunicipal trips within Metro Manila
and identified MUCEP1 areas, the DOTr shall rationalize the routes in the interim. However, Metro Manila
and MUCEP-area LGUs still need to provide inputs and suggestions to the DOTr for intra-city/intra-
municipality trips within their jurisdiction.
Role of Local Government Units and National Government Agencies in the Local Public Transport
Route Plan
The development of the LPTRP Manual is in line with the decentralization thrust of Republic Act No.
7160 or “The Local Government Code of the Philippines (LGC)” and the Comprehensive Land Use Plan
(CLUP), mandating LGUs to provide access and mobility to people through public transport services so
that they can utilize and participate in the different socioeconomic activities and amenities of LGUs.
The DOTr will assist LGUs in strengthening their capacities to prepare their own LPTRPs by drafting
guidelines/manuals and conducting training workshops.
The DOTr will likewise be involved in preparing interprovincial, interregional, and national public transport
plans, which will require the integration of the different LPTRPs of each province to establish seamless
interprovincial, interregional, and national public transport systems.
The Department of the Interior and Local Government (DILG), through the “Joint Memorandum Circular
(JMC) No. 001 Series of 2017,” will help the DOTr and the LTFRB in requiring all LGUs to prepare and
submit their LPTRPs to the DOTr and the LTFRB.
The LTFRB shall retain its role as the economic regulator of the public transport sector. It shall continue
to take charge of the issuance of franchises based on, but not necessarily limited to, submitted local
public transport route plans from LGUs.
Basic Principles in Public Transport Route Planning
Basic Principles
The main objective of public transport route planning is to reduce the reliance on private vehicle use and
move toward environmentally sound mobility solutions. To achieve this, the DOTr shall develop and
promote high-quality public transport systems, including NMT modes, and ensure the prioritization of the
movement of people and goods instead of vehicles. Moreover, the DOTr shall promulgate, administer,
enforce, and monitor compliance with public land transport policies, laws, and regulations, which promote
mobility as a basic human need.
To help realize the abovementioned objectives, the LPTRPs to be prepared by LGUs should be easy to
understand and responsive to the transport and mobility needs of one locality, providing public transport
in underserved areas and rationalizing areas where there is an oversupply of public transport modes.
The LPTRPs must also be in conformance with and integrated with other local plans such as the CLUP
and the Comprehensive Development Plan (CDP). Lastly, the LPTRPs should be monitored and
evaluated following the same cycle of CLUP review or as frequently required.
1 MUCEP areas: Consist of 16 Metro Manila cities (Caloocan, Las Piñas, Makati, Malabon, Mandaluyong, Manila, Marikina, Muntinlupa,
Navotas, Parañaque, Pasay, Pasig, Quezon City, San Juan, Taguig, and Valenzuela); the municipality of Pateros; and the adjoining
cities and municipalities of Bulacan, Rizal, Laguna, and Cavite.
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Classification and Characteristics of Public Transport Services
Passenger public transport facilities can be classified into two main groups, as follows.
1.4.2.1 Non-Fixed Route Passenger Public Transport
This type of service does not have a fixed route and, sometimes, a fixed fare rate. A trip is made after
an agreement is reached between the driver and the passenger based on the passenger’s request. This
is usually provided by a private operator such as tricycles, taxis, rent-a-car, Transport Network Vehicle
Service (TNVS), etc.
1.4.2.2 Fixed-Route Passenger Public Transport
This type of service operates along a fixed route on a regular basis and fare rates are mostly fixed. In
some cases, this service also follows a regular schedule. This is more popularly called mass transit or
transit service.
The mass transit or transit type of public transport is further classified according to the types of routes
that they serve. These types of routes are as follows:
1. Local or Short-Distance Route – This route operates within small areas such as residential or
commercial districts. It generally “feeds” the passengers to and from the main transit route.
2. Trunk Line Route – Within urban areas, this is part of the main transit route network that links major
activity centers and operates along main thoroughfares.
3. Interregional Route – This is a long-distance route that connects regions. Terminals are located at
the major urban centers in these regions. Road-based transport modes that link these regional urban
centers are also part of this route type.
Transit services can also be classified according to the space intervals of stations or stops. The main
classifications are as follows:
1. Collector/Distributor Service – This corresponds to the local or short-distance route. As this service
operates within small areas, roads are generally local ones and do not have restrictions on stopping.
Vehicles usually run at low speeds, and pick (collect) and drop (distribute) passengers along roads
in accordance with the passengers’ requests.
2. Regular Service – This corresponds to the trunk line route, which operates along main highways
where there are traffic restrictions on stopping. There are designated bus stops, and vehicles are to
load and unload passengers at these stops.
3. Express Service – This also operates along the trunk line route or interregional route, but its stops
are so widely spaced. In several cases, an express service stops only at the terminal located at a
route’s end.
The time of operation of a transit service is generally an “all-day” basis. The “day” in this term does not
necessarily mean a 24-hr day. Except for long-distance interregional routes that operate on a 24-hr
basis, most transit services operate for around 10–12 hr, depending on passenger demand. During
special occasions, such as Christmas, Holy Week, and All Saints’ Day, vehicles with fixed routes are
allowed to operate outside their routes on a limited basis to cater to the very high demand.
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Guidelines in the Identification of Routes
As a rule, guidelines in the identification of routes should follow the hierarchy of roads including road
capacity as well as modes, which will be discussed in the next subchapter, as well as public transport
demand patterns quantifying in terms of public transport demand volume of any given route at a given
time frame.
For the trunk line route or regular service route, Public Utility Buses (PUBs) are the prescribed transport
mode. Public Utility Jeepneys (PUJs) and Utility Vehicle (UV) express service are feeder services to
PUBs. However, these two transport modes (PUJs and UVs) may operate along portions of PUB routes
based on desired demand patterns of passengers.
Filcab Services are meant to replace tricycle service in all national roads, highways, and expressways,
or any arterial road. It may also serve intrazonal movement.
It is important to understand the general movement of commuters in a study area. As discussed

previously, it is important to consider the land uses and activities where these commuter trips are coming
from and going to. Existing road network forms can also affect how service routes are laid out.
Cutting and extending of routes shall consider passenger demand pattern generated by Origin-
Destination (OD) and/or boarding/alighting surveys. Route extension and different path shall likewise
consider generated passenger demand due to new land use developments.
Road Network Forms and Hierarchy of Modes
The hierarchy of roads by function is shown and defined as follows:
1. Expressways – These are limited-access roads that charge a certain fee for use. Public transport
vehicles are usually not allowed to stop on these roads, whether to drop off or pick up passengers.
2. Arterials – These are limited-access roads that serve movement only. Buses are the appropriate
transport mode for these kinds of roads. On these roads, bus stops, where commuters can only ride
a bus or be dropped off, are properly defined.
3. Collectors – These are medium-speed and medium-flow roads that serve both movement and
access. Jeepneys, UVs, and Filcabs are the appropriate transport modes for this type of road, which
connect commuters coming from local roads to arterial roads.
4. Local Roads – These are slow-speed and low-flow roads where pedestrians and NMT have higher
priority than motor vehicles. Examples of local roads include subdivision roads and barangay roads.
Tricycles may be the transport mode available on this type of road.
Figure 1.1 below illustrates this functional classification of roads.
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Figure 1.1:Functional Classification of Roads
Figure 1.2 shows the treatment of vehicular traffic movement and speed against access to property
among road types, which is being favored in expressways and minimized in local roads.
Figure 1.2: Treatment of Vehicular Traffic Movement and Speed Against Access to Property Among Road Types
Hierarchy and Classification of Public Transport Modes
Currently, most people in the country use jeepneys, Filcabs, or tricycles as their main public transport
modes. It is thus important that public transport planning is undertaken in cities to guide the
development of their current transport systems into appropriate mass transit systems.
Regardless of the transport mode used, it is important that a vehicle can supply the passenger capacity
per hour for the planned road corridor. Table 2.1 below provides the estimated range of passenger
capacity per hour of the transport modes available in the country based on their service characteristics.
Public transport routes shall complement with each other. Route overlaps shall be minimized taking
into consideration a maximum overlap of 25% of the route length of the affected route. However, in
cases where there is substantial passenger demand to justify an overlapping route, an overlap may be
allowed to minimize passenger inconvenience due to inter-route transfers.
15
Table 1.1: Service Characteristics of Transport Modes and their Passenger Capacity per Hour Estimates
Typical Range of
Assumed Seated Passenger Capacity /
Transport Modes Travel Frequency/Hour
Passengers Hour / Direction
Speed (kph) (Headway in Minutes)
Articulated bus or
120 25–50 12–60 (1–5) 1,440–7,200
double-decker bus
Standard bus 50 25–40 12–120 (0.5–5) 600–6,000
Minibus 35 25–40 12–120 (0.5–5) 420–4,200
PUV (Class 1) minimum 9 and 20–30 12–60 (1–5) 144–720
maximum 13
passengers, all
seated
PUV (Class 2) more than 22 20–40 12–60 (1–5) 192–1,080
passengers, with
standing
passengers, all
seated
passengers, all
seated) with
provisions for
cargo
Tricycle 3 15–25 12–60 (1–5) 36–180
Figure 1.3 below is a guide that can be modified depending on the service characteristics defined for the
transport mode that will serve city roads. Nevertheless, buses (standard, articulated, or double-decker)
are on top of the hierarchy, followed by jeepneys, UVs, and Filcabs that may pass the corridors traversed
by buses. At the lower end of the hierarchy are tricycles, which can traverse local roads and subdivision
roads that will feed into the routes traveled by jeepneys, UVs, or Filcabs.
Pursuant to the OFG, the operation of tricycles shall be in accordance with the “Joint Memorandum
Circular (JMC) No. 1, Series of 2008” of the DILG and the DOTC, which states the following: “Tricycle
operation should only be confined along city or municipal roads, not along national roads, and is limited
only to routes not traversed by higher modes of public transport. Motorcycles and other farm implements,
such as the kuliglig, are likewise not allowed as public transport conveyance.”
According to the OFG (Figure 1.4), the maximum estimated passenger demand that a minibus can serve
is 5,000 passengers per hour per direction (pphpd), and this demand can easily be accommodated if the
4,200 seated passenger capacity indicated in Table 1.1 is increased by 20%. The range of passenger
capacity provided in Table 1.1 for minibuses, jeepneys/UVs, and Filcab encompasses the maximum
passenger demand provided in the OFG, which should be the estimate to be followed. It is, however,
expected that the passenger demand could vary around these ranges depending on how the service
performance standard is followed.
It should also be noted that some transport modes like the standard, articulated, or double-decker bus
can accommodate standing passengers, which are equivalent to 20% of its seating capacity. Hence, the
passenger capacity per hour of these transport modes can be higher.
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Figure 1.3: Estimated Passenger Capacity per Peak Hour per Peak Direction per Type of Mode Used
Figure 1.4: Passenger Capacity per Hour per Direction per Type of Mode Based on the OFG
Maximum Distance
According to the OFG, PUJ service routes should have the following maximum distances:
Table 1.2: Maximum Distance of PUJ Routes

Route Coverage Maximum Route Length (km)
Within highly urbanized cities, independent component cities,
15
and component cities
Inter-regional, inter-provincial, provincial, and municipal routes
35
touching Metro Manila 2
2 In predominantly rural settings in the provinces where the main problem is the lack of public utility vehicles and distances between
municipalities exceed 35 kilometers, the route length requirement should mainly be based on the public transport demand pattern
and appropriate route end locations such as main city, municipal or barangay centers
17
For PUJ loop services, the loop length should be governed by similar restrictions, unless deemed waived
by the DOTr / LTFRB.
On the other hand, UV Express service routes should have the following maximum distances:
Table 1.3: Maximum Distance of UV Routes

Route Coverage Maximum Route Length (km)
Within highly urbanized cities, independent component
35
cities, and component cities
Inter-regional, inter-provincial, provincial, and municipal
35
routes originating or terminating in Metro Manila
Inter-regional, inter-provincial, provincial, and municipal
60
routes not originating or terminating in Metro Manila
For PUBs, no maximum distance is required.
Exceptions to this policy may be granted if an application for exemption is expressly submitted in writing
together with a conduct of transport survey/study. The LTFRB, through a formal unanimous resolution,
shall grant exceptions subject to the following conditions/situations:
a) There is an absence of a transfer area between route ends;

b) There is an absence of alternative transport services, existing services/supply cannot meet the
passenger demand, or the route has no transport services available;
c) Most sections of the route have limited road space or width, which discourage/prevent normal
operations;
d) The transport demand between the applied routes is not substantial to assure profitable operations;
and
e) Other conditions that may be provided by the Department and/or the LTFRB.
Route Modification
A transit route structure can be modified to suit the demand. Such modification should primarily consider
changes in passenger demand patterns, changes in the road network, the profitability of operation, and
the level of service acceptable to passengers. Modifications can be in the form of the following: (a)
shortening, (b) extension, (c) change of route ends, and (d) change of path or “via.”
Route modification may be influenced by the local traffic circulation plan or the Tricycle Route Plan
(TRP), which is being prepared by the LGU concerned, pursuant to the Local Government Code and the
DILG Memorandum Circular 2020-036, respectively. Changes in trip patterns caused by facilities, such
as the location of terminals, seaports, and airports, may also induce route modification.
Previously authorized routes may be restructured (merged with another route or a new route, shortened,
or split into different routes) because of the marked changes in trip patterns brought about by urban
renewal/redevelopment projects and/or the traffic circulation plans of LGUs.
New or Developmental Routes
The recommendation of a new route for an existing route network is determined primarily by the
passenger demand and road facilities. Usually, a new route is required when new areas are developed
according to socioeconomic function (i.e., residential, commercial, industrial, etc.). Passenger demand
is estimated based on the volume of potential users of the transport service. A new route is initially
considered developmental in nature and may have a few vehicle units at the onset. As the number of
passengers in a new route increases, the capacity of the service is adjusted accordingly.
18
New routes shall be designed such that overlaps with existing routes do not exceed 25% of the length
of any of the affected routes considering all modes.
The estimation procedure should be in accordance with standard public transport demand analysis and
forecasting theory discussed in Chapter 4 of this Manual as well as standard public transport route
operational characteristics. Under the OFG, a minimum fleet size of fifteen (15) units for any type of
PUV for six (6) months shall be imposed on new developmental routes, subject to review by LTFRB
based on actual demand.
Subject to an express and written grant by the LTFRB through a formal unanimous resolution, the 25%
overlap limit may be waived subject to the following conditions:
a) A newly developed residential or commercial area is at least 5 km away from the origin/destination
of the traditional route;
b) The passenger demand generated/attracted by a newly developed area is greater than what the
existing route cannot adequately or economically serve;
c) Additional and/or new sections of a road network are developed, thereby providing shorter and faster
trips; and
d) Other conditions that may be provided by the Department and/or the LTFRB, with the approval of the
Department.
Route Connectivity
For major arterial roads, highways, and expressways, PUBs and minibuses are the prescribed modes
of public transport. However, PUJs, Filcabs, and UV Express service may operate on minimal portions
of the PUB corridor for the sole purpose of providing intermodal transfers at bus stops as long as such
purpose is indicated in the relevant LGU transport plan. Under the OFG, a minimum fleet size of fifteen
(15) units (unless waived) for any type of PUV for six (6) months shall be imposed on new developmental
routes, subject to review by LTFRB based on actual demand.
Although this manual focuses on the corridor-based approach of route planning, it is recommended that
LGUs anticipate the need for a network analysis approach, which will be discussed in the second volume
of this manual, to solve traffic congestion issues and enhance connectivity with other available transport
sectors such as rail and maritime.
Public Transport Route Planning Procedures
Overall Process
As a general rule procedure, public transport route planning, like any other planning activity, has the
following stages, as shown in Figure 1.5. Each stage will be discussed in detail in Chapter 2, and Annex
A of this report including the monitoring and evaluation stage.
19
Delineation of Study Area
Statement of Current Public Transport

System Problems
Setting Up of Objectives
Analysis of Existing Public Transport and

Road Conditions
Public Transport Demand and Analysis

and Forecasting
Determination of Public Transport

Routes
Comparison of Number of Authorized

Units with Required Number of Units
Packaging of the Intra-LGU Routes Plan

(LPTRP)
Figure 1.5: Public Transport Route Planning Process
Basic Stages in the Local Public Transport Route Plan (LPTRP) Preparation
There are two (2) basic stages in the preparation of the Local Public Transport Route Plan (LPTRP),
namely:
a. Conduct of a local public transport route planning study;

b. Preparation of a report which will serve as the LPTRP
Conduct of an LPTRP Study
In conducting the planning study, it is important that the LGU concerned shall establish an LPTRP Team
through an executive order to be issued by the local chief executive. The said LPTRP Team shall be
mainly responsible in the conduct of the study, preparation of the LPTRP report and in the monitoring
and evaluation of the LPTRP during its operation stage.
Table 1.4 shows the proposed composition of the LPTRP Team.
20
Table 1.4: Composition of the LPTRP Team

LPTRP Team Members Role Data Preparation
Local Chief Executive Chair Signed the executive order
Head of the Transport Committee, Legislative Traffic and Transport Code, authorized PUV
Co-chair
Council terminals
Local Administrator (Provincial, City, or Executive–legislative agenda, transport
Co-chair
Municipal Administrator, as the case may be) projects
CLUP, CDP, Land Use Plan, demographic
Planning and Development Coordinator Member
data
Head of the Tricycle Regulatory Unit (TRU) Member Tricycle franchising data
Head of the Traffic Management Office Member Traffic management plans
Head of the Engineering Office Member Road infrastructure data, base map
Head of the Agriculture Office Member Farm-to-market road data
Head of the Tourism Office Member Tourism development data
Representative from the local PNP Traffic Group Member Traffic accident data
Representative from the Association of
Member Socioeconomic data, road infrastructure data
Barangay Captain (ABC)
Representative from the DPWH District Office Member Road infrastructure data, base map
Representative from the LTO Regional Office /
Member Vehicle registration data
HPG
Representative from the LTFRB Regional Office Member Approved PUV franchises
Representative from the Business Sector Member
Representative/s from Transport Groups Member
Representative from the Academe or
Member
Nongovernment Organizations
The Local Chief Executive is the chair of the LPTRP team. The Local Administrator and/or the Head of
the Transport Committee of the Legislative Council shall be the co-chair(s). On the other hand, the
members of the team should be composed of officials and representatives from the LGU and national
government agencies. Furthermore, it is strongly advised that representatives from the private sector,
such as the transport sector, business sector, academe, etc., are included in the team.
Aside from the LPTRP Team, pursuant to the DILG-DOTr JMC No. 001 Series of 2017, LGUs should
also secure the official inputs and/or comments of all the stakeholders within their respective jurisdiction
in preparing the LPTRPs. Stakeholders include, but are not limited to, commuter groups, transport
groups, and the academe.
The planning study shall follow the standard public transport route planning methodology as discussed
in Sections 1.4 and 1.5 of this Chapter as well as the procedures explained in Annex A of this Manual.
Preparation of the Report: LPTRP
The planning study involves details, such as data collection (surveys), processing, data analysis and
determination of public transport routes. Said details shall be discussed in the report to justify the
recommended routes in the LPTRP.
21
Preparation of the Local Public Transport Route Plan (LPTRP)
After conducting the local public transport planning study, the LPTRP of the LGU shall be prepared. This
is the form of a report. The said report, which is the LPTRP of the LGU, shall contain explanation of the
details of the study, showing the data gathered, the analysis made and the procedure in route
identification.
The contents of the LPTRP main report are explained in the succeeding chapters of this chapter, as
enumerated in Table 2.1 hereunder:
Table 2.1: Local Public Transport Route Plan (LPTRP): Main Report Contents
Chapter Title
1 Introduction
2 Study Area/Corridors
3 Existing Road Conditions and Public Transport Routes
4 Transport Surveys and Land Use Data
5 Assessment of Existing Public Transport Operations
6 Current Public Transport Issues and Problems
7 Public Transport Objectives and Strategies
8 Public Transport Routes Identification and Evaluation
9 Plan Monitoring and Evaluation
10 Summary of Recommended Routes
Contents of LPTRP Main Report: Chapter 1 - Introduction
This Chapter describes the introduction of the LPTRP report. The contents are as follows.
Table 2.2: Contents of the LPTRP Report - Chapter 1

Section Title Description
No.
1.1 Rationale Include overall objectives of PUV
Modernization Program, Local Public
Transport Route Plan objectives, coverage of
the Plan
1.2 Legal Framework and Composition Cite legal framework: OFG & DILG-DOTr JMC;
of the LPTRP Team and composition of LPTRP Team – office only
and not persons. Names of LPTRP team
members will be mentioned in the annexed
copy of LGU Executive Order
1.3 LGU Brief History Cite from creation of LGU; keep concise and
short
1.4 Geographical Information Show the LGU location in a map. Cite political
subdivisions, land area, etc.
Contents of LPTRP Main Report: Chapter 2 - Study Area/Corridors
The study area shall be described. Refer to the Sections A.2.1. Annex A of this Manual. After describing
the study area, basic socio-economic data of the LGU shall be given, as shown in Table 2.3 below.
22
Table 2.3: Contents of the LPTRP Main Report - Chapter 2

No.
2.1 Population Trends Include population size, density, and growth
rates by city/municipality for Province or by
Barangay for city/municipality.
2.2 Educational Facilities/Enrolment Include location of institutions and student
population trends
2.3 Employment Data Include employment statistics such as
employed persons; location of major
employment centers/offices.
2.4 Housing Cite Census housing statistics; location of
recent residential developments.
2.5 Commercial and Industrial Include location of major establishments;
Establishments estimates of employment by location.
2.6 Transport Corridors and Facilities Cite location of major establishments;
estimates of employment by location.
2.7 Spatial Development Framework Include existing and proposed land uses and
transport corridors
Contents of LPTRP Main Report: Chapter 3 - Existing Road Conditions and Public Transport
Routes
This Chapter describes the existing transport situation of the study area in terms of road facilities, traffic
conditions and public transport routes. The main contents of this Chapter are shown in Table 2.4 below.

No.
3.1 Existing Road and Traffic a) Show a road map with corresponding road
Conditions classification such as primary, secondary and
tertiary roads. Refer to Figure A.3, page Annex
A-4, Annex A
b) Give data on road kilometerage by type of road
and corresponding road physical condition
such as road width, pavement type, number of
lanes, etc. See Table 2.4.1 below.
c) Identify critical road sections in the study area
in terms of traffic condition.
d) Traffic volume data and road inventory for each
critical road section. See Tables 2.4.2 to 2.4.3
e) VCR analysis for each critical road section .
See explanation below:
3.2 Public Transport Routes a) Give a list of authorized public transport routes
in your area by mode type and corresponding
number of authorized units. These data can be
sourced from LTFRB data on franchised routes
and LGU records on tricycle services. Routes
shall be classified as intra-LGU (those
franchised within LGU) and inter-LGU (those
franchised between the LGU and other LGU).
See explanation below:
Explanation for Section 3.1 is as follows:

23
An example of a road kilometerage Table is shown Table 2.4.1
Table 2.4.1: Road Kilometerage by Road Type

Type of Road Total Length Pavement Type
(km) Concrete Asphalt Gravel Earth
1. National
2. Provincial
3. City/Municipal
4. Barangay
Total
In presenting the traffic volume and road inventory data the following are the table formats:
Table 2.4.2: Peak Hour Traffic Volume (AM Peak) Road Section Name: _____________
No. of Vehicles
Vehicle Type Direction 1 Direction2
1. Private Cars
2. Motorcycles
3. Tricycles
4. Jeepneys
5. UV/GT vans
6. Minibus/Buses
7. Light Trucks/Delivery Vans
8. Heavy Trucks
9. Others
Note: Prepare another table for PM peak hour
Table 2.4.3: Road Inventory Summary

Name of Road Section Direction 1 Direction 2
No. of Pavement Ave. Lane No. of Pavement Ave. Lane
Lanes Type Width (m) Lanes Type Width (m)
1.
2.
3.
etc.
Note: Above table shall be for critical road sections only, not all road sections.
The VCR analysis of each critical road section shall be undertaken using the procedure described below:
1. Sample AM Peak Traffic Volume Data

(from Traffic Volume Count Survey)
Road Section: A B
AM Peak Hour Volume (7-8 am)
Direction Vehicle Traffic Volume (vehicles per hour)
Private Motorcycles Tricycles Jeepneys UV vans Buses Light Total
Cars Trucks
A to B 964 154 101 205 86 56 47 1,613
B to A 738 138 100 190 77 52 52 1,347
24
2. Convert Vehicle Volume to equivalent passenger car units (PCU).
To convert vehicle volume to PCU, the following PCU factors shall be used:
Vehicle Type PCU Factor

Private Car 1.0
Motorcycle 0.5
Tricycle 0.75
Jeepney 1.5
UV van 1.5
Bus 2.5
Light Truck 2.0
Heavy Truck 3.0
Conversion table to PCU

AM Peak Hour:
Vehicle Type Section A-B Section B-A
No. of PCU Factor Volume in No. of PCU Factor Volume in
Vehicles pcu/hr Vehicles pcu/hr
Private cars 964 1.0 964 738 1.0 738
Motorcycles 154 0.5 77 138 0.5 69
Tricycles 101 0.75 76 100 0.75 75
Jeepneys 205 1.5 308 190 1.5 285
UV vans 86 1.5 129 77 1.5 116
Buses 56 2.5 140 52 2.5 130
Light Trucks 47 2.0 94 52 2.0 104
Total 1,613 - 1,788 1,347 - 1,517
3. Road Inventory Summary
For example, the road characteristics derived from the road inventory survey are as follows:
Road Section Carriageway No. of Lanes Ave. Lane Basic Capacity Road Capacity
Width (m) Width (m) (pcu/lane/hr)3 (pcu/hr)
A-B 6.2 2 3.1 900 1,800
B-A 6.15 2 3.07 900 1,800
4. VCR Analysis
Using the data from the above tables, the VCR analysis is as shown in the table below:
AM Peak Hour Volume Capacity Volume Capacity
Road Section
(pcu/hr) (pcu/hr) Ratio (VCR) 1/
A-B 1,788 1,800 0.99
B-A 1,517 1,800 0.84
5. Interpretation of VCR
The standard level of service of a road section based on the VCR is shown in the following table:
3
If road is divided by a median and lane width is at least 3 meters, basic capacity is 900 pcu/lane/hour.
25
Level of Service (LOS)

Level of
Characteristics VCR
Service
A Condition of free flow with high speeds and low traffic volume. 0.00-0.19
Drivers can choose desired speeds without delays.
B In the zone of stable flow. Drivers have reasonable freedom to select 0.20-0.44
their speed.
C In the zone of stable flow. Drivers are restricted in selecting their 0.45-0.69
speed.
D Approaches unstable flow with nearly all drivers restricted. Service 0.70-0.84
volume corresponds to tolerable capacity.
E Traffic volumes near or at capacity. Flow is unstable with momentary 0.85-1.00
stoppage.
F Forced or congested flow at low speeds. Greater than 1.00
Long queues and delays.
Source: Transport and Traffic Planners (TTPI) Inc.
Note: LOS description in RED indicates a congested condition of a given road section. Planner should take note and
revise the plan to achieve a congestion-free road section, i.e., with LOS A to D.
Based on the above LOS table, the VCR results for link A-B is congested while B-A is approaching
unstable flow.
Explanation for Section 3.2, Public Transport Routes is as follows:
1. List of Authorized Public Transport Routes
Based on data from LTFRB, give a summary of authorized public transport routes and corresponding
number of authorized units, by mode of transport. Sample tables are as follows as applicable:
Table 2.4.4: Intra-LGU Authorized Transport Routes
a. Mode: PUB
Route Name No. of Authorized Units
(NAU)
1.
2.
3.
4.
5.
6.
Total No. of Routes: Total: NAU:
b. Mode: PUJ
Route Name No. of Authorized Units
(NAU)
1.
2.
3.
4.
5.
6.
Total No. of Routes: Total: NAU:
26
c. Mode: Tricycles
Area of Operation No. of Authorized Units
(NAU)
1.
2.
3.
4.
5.
6.
Total: Total: NAU:
Prepare similar tables for other modes of public transport, as applicable.
For PT Routes linking the LGU with other cities/municipalities, prepare summary tables, by mode
with the same format as above. These are generally called Inter-LGU Routes.
Contents of LPTRP Main Report: Chapter 4 - Transport Surveys and Land Use Data
This Chapter discusses the various public transport and traffic surveys conducted as well as land use
data collected. The main contents are shown Table 2.5.
Table 2.5: Contents of the Main LPTRP Report - Chapter 4

No.
4.1 Transport Corridors and Facilities Cite location of major establishments; estimates of
employment by location.
4.2 Spatial Development Framework Include existing and proposed land uses and
transport corridors
4.3 Gathering of Relevant Data In order to know the current situation of the study
area’s public transport system and road traffic
conditions several surveys shall be undertaken.
Describe the public transport surveys undertaken,

to include any of the following, as applicable:
a. License Plate Survey
b. Passenger Origin-Destination (OD) Survey
c. Boarding and Alighting Survey
d. Driver’s Interview Survey
e. Tricycle and Habal-habal Operations Survey
f. Public Transport Terminal Survey
Similarly, describe the road traffic surveys

undertaken, to include the following:
a. Classified Traffic Volume Count Survey
b. Road Inventory Survey
For reference, see Annex B of this Manual for

descriptions of transport surveys and sample
survey forms.
27
Contents of LPTRP Main Report Chapter 5 - Assessment of Existing Public Transport Operations
This Chapter gives results of the assessment of existing public transport services in the study area, based
on the data gathered from the surveys. The main contents are shown in Table 2.6 below.
Table 2.6: Contents of the Main LPTRP Report - Chapter 5

No.
5.1 Existing Public Transport a) Based on the data gathered and the corresponding
Operations processed data, assess the current performance of
intra LGU public transport services in the study are
by comparing actual operational characteristics with
desired characteristic in terms of number of units,
travel speed, number of round trips, frequency and
load factor. Refer to Annex A, Section f. pages
Annex A-13, A-14, A-15 for the PT with fixed routes.
b) For intra-LGU PT services with the fixed routes,
indicate the extent of areas of operation and the
number of units in operation compared with number
of authorized units. Give comments on the number
of units required.
c) Show public transport terminal locations, physical
features and current terminal capacities versus
actual usage. Refer to Annex A, Table A.7, page
Annex A-13.
d) If necessary, show results of PT drivers’ interview.
Refer to Annex A, Table A-8, page Annex A-13. This
item is optional.
See additional explanation below.

5.2 Public Transport Demand a) For the current public transport demand, show the
Estimate current passenger demand trend based on the
results of passenger demand surveys conducted.
b) For public transport demand forecasting, describe

the forecasting procedure used. See additional
explanation below.
Existing Public Transport Operations
A. Intra-LGU Public Transport Routes
The data gathered from the surveys shall be processed in order to come up with public transport
characteristics data needed for public transport planning. For purposes of the LPTRP of an LGU, of prime
concern are the intra-LGU public transport routes. The relevant intra-LGU public transport data are
illustrated below:
a) Data Gathered from the LPS
The LPS is the main public transport survey that will determine actual public transport operational
characteristics, to wit:
- Actual number of Units Operating per Route (NUO)
- Average Number of Round Trips per Route per a given duration (NRT)
- Actual Volume of Public Transport Vehicles per Direction per given duration (VV)
28
- Actual Average Headway per Route (H)

The above data can be generated from the LPS as shown in the illustration below:
Route A-B
A B
Direction A B Direction B A
Time Plate No. Time Plate No.
6:15 am AAE 456 6:20 am AAB 123
6:50 am AAG 678 8:00 am AAF 567
8:30 am AAB 123 7:30 am AAE 456
9:00 am AAE 456 8:30 am AAG 678
10:00 am AAF 567 10:00 am AAB 123
10:30 am AAG 678 11:00 am AAE 456
12:00 noon AAB 123 11:30 am AAF 567
1:15 pm AAE 456 12:00 noon AAG 678
1:30 pm AAF 567 2:30 pm AAB 123
2:30 pm AAG 678 2:45 pm AAF 567
3:30 pm AAF 567 3:00 pm AAE 456
4:00 pm AAB 123 3:45 pm AAG 678
4:30 pm AAE 456 4:20 pm AAF 567
5:30 pm AAG 678 6:00 pm AAE 456
V V1: One-Way Volume = 14 V V2: One-Way Volume = 14
Duration : 6am to 6pm
No. of Hours (NOH) : 12 hrs
To determine NU, NRT, AOV
06:30am AAB123 07:00am AAF567
08:30am AAB123 10:00am AAF567
10:00am AAB123 Veh 1 11:30am AAF567
12:00nn AAB123 01:30pm AAF567 Veh 3
02:30pm AAB123 02:45pm AAF567
04:00pm AAB123 03:30pm AAF567
04:20pm AAF567
06:15am AAE456 06:50am AAG678
07:30am AAE456 08:30am AAG678
09:00am AAE456 10:30am AAG678
11:00am AAE456 Veh 2 12:00nn AAG678 Veh 4
01:15pm AAE456 02:30pm AAG678
03:00pm AAE456 03:45am AAG678
04:30pm AAE456 05:30pm AAG678
06:00pm AAE456
NUO = 4
AOV : VV1 + VV2 = 14 + 14 = 14 AOV: Ave. one-way volume or
2 2 Ave. one-way frequency (F)
AOV = NU x NRT
NRT = AOV/NU
= 14/4
= 3.5
H = _1__ = 1_hr__x 60min = 4.3min
AOV 14 veh hr
29
Another important information is route length (RL): distance between route ends in kilometers. This
can be determined by measuring using a google map of the route based on route alignment
description.
b) Summary of Data: Intra-LGU Routes
Summarize public transport data per route per mode of transport. Sample summary tables are shown
below:
- Mode: PUB
Summary - NAU vs NUO
Route Name NAU NUO
1.
2.
3.
4.
Total
- Mode: PUJ
Route Name NAU NUO
1.
2.
3.
4.
Total
- Mode: Tricycle
Route Name NAU NUO
1.
2.
3.
4.
Total
- Mode: Other Mode

Route Name NAU NUO
1.
2.
3.
4.
Total
Summarize operational characteristics data, as illustrated below:
- Mode: PUB
Operational Characteristics
Route Name NUO NRT F H RL (km)
1.
2.
3.
4.
Total
30
- Mode: PUJ
1.
2.
3.
4.
Total
- Mode: Tricycle
1.
2.
3.
4.
Total
- Mode: Other Mode

1.
2.
3.
4.
Total
c) Interpretation of Data
Based on the processed data, interpretation is made in order to describe the current PT services
conditions:
1. With Fixed Routes
For intra-LGU PT routes, the basic operating characteristics to be analyzed are:

a. NAU vs NUO
b. ATS
c. NRT
d. ALF
a. NAU vs NUO
For each PT route by mode, compare NAU with NUO. The comparison will give an
indication of the supply discrepancy of routes which needs to be corrected. For obvious
reasons, if NUO > NAU, there are colorum units in the route which indicates additional
demand. On the other hand, if NUO < NAU, the route demand is low than the franchised
supply.
b. ATS
31
The level of service of a route is also dictated by the frequency of service usually expressed
in number of round trips within a given duration. One factor affecting the number of round
trips is average travel speed (ATS). For PT services, an acceptable ATS ranges from 20 to
30kph within smaller study areas. For long distance inter-provincial routes however ATS is
much greater.
In analyzing the data, one indicator that a PT route is not sufficient to serve the demand is
an ATS of less than 15kph. An ATS of 15kph to 20 kph may be tolerable.
c. NRT
NRT per day depends on the following factors:
• Number of Operating Hours/Day (NOH)

• Turn Around Time per round trip (TAT)
As shown in the data processing examples in Annex C, TAT is composed of two-way TRT
and TWT of two route ends. As an example, a PT route (see Annex B) has the following
characteristics:
TRT1 = 34 min (direction 1)

TWT1 = 30 min (one route end)
TWT2 = 45 min (other route end)
Thus, TAT = 34+26+30+45 = 135 min.

or TAT = 135 = 2.25 hrs.
60
If NOH = 15 hrs (say 6am to 9pm)
NRT = 15/2.25
NRT = 6.7
Suppose the LPS for the same route has given the following data:
NUO = 25 units
NRT = 6
Since LPS is conducted for one whole day involving 100% counting of PT vehicles, as
compared to BAS, which is done on a sampling basis, an NRT of 6 would be presumed as
the more likely NRT of the route. For NUO = 25 and NRT = 6, the average one –way
service frequency of the service (F) is:
F = NU * NRT
= 25*6
= 150 veh/day
One day of operation is 15 hrs, per survey.
Average hourly frequency of service therefore is:
F = 150 veh = 10 veh/hr

15 hrs
This is equivalent to a headway (H) of: H = 1____ x hr x 60 min = 6mins

15 veh hr
Generally, average passenger waiting time is ½ of headway H, or 3mins for this example.
32
An average passenger waiting time of 3min indicates an acceptable performance of the

PT service. Following this example, analyzing existing PT routes in terms of actual NRT
and corresponding headway and passenger waiting time is one level of service indicator.
d. ALF
The average daily load factor (ALF) is another important performance indicator of a PT
route. From the service provider’s point of view, the ALF is an indicator of the profitability
of the service. From the passenger’s point of view the ALF is an indicator of the
convenience and reliability of the PT service in terms of having a readily available space in
the PT vehicle at the least possible waiting time.
The procedure in determining the ALF of a PT route is shown in Annex C, using operating
characteristics data derived from the LPS and the BAS. Based on PT industry standards,
an ALF of 0.70 to 0.85 is sufficient to satisfy the requirements and interests of both the
passengers and the service providers. An ALF of more than 0.85 is highly favorable to the
service operators but not to the passengers. On the other hand, an ALF of less than 0.70
is favorable to passengers but not to the service operators.
B. Inter-LGU Public Transport Routes
For the concerned LGU, a list of inter-LGU PT routes linking said LGU with other cities/municipalities
or provinces with corresponding data on NAU will be sufficient to describe current PT services.
Operating details of these routes shall be the concern of a larger study area. This means that if the
concerned LGU is a municipality or city, inter-LGU PT services will be the concern of the province.
It the LGU is a province, the operating details of the inter-LGU PT services will be the concern of
inter-provincial PT studies.
a. Summary of Data: Inter-LGU Routes
Summarize public transport data per route per mode of transport. Sample summary tables are
shown below:
- Mode: PUB
Route Name NAU NUO
1.
2.
3.
4.
Total
- Mode: PUJ
Route Name NAU NUO
1.
2.
3.
4.
Total
- Mode: Tricycle
Route Name NAU NUO
1.
33
2.
3.
4.
Total
- Mode: Others
Route Name NAU NUO
1.
2.
3.
4.
Total
b. Public Transport Terminals
Show a map showing locations of public transport terminals in the LGU. Show a table indicating
basic operating characteristics of each terminal, as shown below:
Summary of Public Transport Terminal Characteristics

Terminal Name & Terminal Type Main PT Mode No. of Parking Maximum
Location (off-street, On Users Slots Utilization
Street)
1. Bus
Minibus
Jeepney
UV
Tricycle
Pedicab
Others
2. Bus
Minibus
Jeepney
UV
Tricycle
Pedicab
Others
Others Bus
Minibus
Jeepney
UV
Tricycle
Pedicab
Others
Note: a. No. of Parking Slots: Capacity in terms of number of parking spaces that can be accommodated,
per vehicle mode
b. Maximum Utilization: highest number of vehicles using the parking slots in a given day.
Public Transport Demand Estimate
a) Data from BAS
If a BAS was conducted, show the survey results in terms of passenger volume per route section.
Described below is the data processing procedure for a BAS.
Sample Boarding and Alighting Data Processing
34
For a given PT route by mode type, BAS is conducted on a sampling basis. At least three (3) round
trips per day shall be surveyed, one in the morning peak hours, one in the mid-day (off peak) and
one in the afternoon peak hours. For example, consider the following route ABCD.
In one round trip of a vehicle, the observed data are as follows:
3km 5km 2km

A B C D
(stop) (stop) (stop) (stop)
Direction A B C D
Boarding Alighting Boarding Alighting Boarding Alighting Boarding Alighting
A to D 12 - 15 7 6 10 - 16
D to A - 10 6 14 11 6 13 -
Determining passenger load per section:
Section Passenger Load Section Passenger Load

A-B 12 D-C 13
B-C 12+15-7= 20 C-B 13+11-6 =18
C-D 20+6-10= 6 B-A 18 + 6- 14 = 10
The average pax load per vehicle based on the one round trip survey with the data above is as
follows:
Average Passenger Load (APL) per Vehicle:

10 18 13
A B C D
12 20 16
Repeat the same survey for at least two (2) more round trips and determine the passenger load per
route section as shown above. The seating capacity of the vehicle is also recorded.
Suppose the average passenger boarding and alighting data are as follows:
Direction A B C D
A to D 14 - 15 11 8 14 - 12
D to A - 8 7 19 16 6 10 -
The average passenger load (APL) per section is as follows:
Direction A to D:
A B C D
14 14+15-11 = 18 18+8-14 = 12
14 11 15 14 8 12
Direction D to A:
8 7 19 16 6 10
A 20+7-19=8 B 10+16-6 = 20 10
C D
35
In summary, APL per section, is:
A 8 B 20 10
C D
14 18 12
3km 5km 2km
Furthermore, suppose the basic operational characteristics data for the route, as gathered from the
LPS are:
Ave. One-Way Frequency (F) = 156 veh/day of operation

No. of Units in Operation (NUO) = 32 units
No. of Round Trips (NRT) = 156/32 = 5/day of operation
Ave. Seating Capacity (ASC) = 20 (PUJ)
Converting the average passenger load (APL) per section into average daily passenger volume:
Passenger Volume (PV) for a given section is:
PV = APL x F
The estimated PV per route section (pax/day)
At F = 156 veh/day of operation, is:
A 1,248 3,120 1,560

B C D
2,184 2,808 1,872
3km 5km 2km
Another basic operational characteristic of a public transport route is average load factor which is the
ratio of actual passenger occupancy to the total capacity of the route:
ALF = APU/RCAP
where: ALF = Average daily load factor

APU = Actual passenger occupancy in passenger-kilometers (pax-km)
RCAP = Total daily route capacity in pax-km
APU is computed as follows:
Section PV Distance, D Pax Utilization (pax-km)

(pax/day) (km) per day
AB 2,184 3 6,552
BA 1,248 3 3,744
BC 2,808 5 14,040
CB 3,120 5 15,600
CD 1,872 2 3,744
DC 1,560 2 3,120
APU (pax-km/day) 46,800
Note: for planning purposes, PV as generated from a survey can be adjusted to annual average PV by multiplying
PV with a seasonality factor (SF).
36
Using an SF of say, 1.12, the estimated PV will now be:
Adjusted PV (at SF = 1.12)
Section Adjusted PV Distance Pax Utilization (pax-km)

(pax/day) (km) per day
AB 2,4446 3 7,338
BA 1,398 3 4,194
BC 3,145 5 15,725
CB 3,494 5 17,470
CD 2,097 2 4,194
DC 1,747 2 3,494
Adjusted APU (pax-km/day) 52,415
Note: for planning purposes, PV as generated from a survey can be adjusted to annual average PV by multiplying
PV with a seasonality factor (SF).
The total capacity of the route (RCAP) is:
RCAP = ASC x RL x 2 x F
where RL = 10km
RCAP = 20 x 10 x 2 x 156
RCAP = 62,400 pax-km/day
The average daily load factor (ALF) then is:
ALF = APU/RCAP
= 52,415 pax-km/day
62,400 pax-km/day
= 0.84
The average load factor (ALF) is an indicator of the degree of utilization of a route’s capacity. If ALF
is low, it indicates an oversupply, meaning level of supply is greater than the demand. On the other
hand, if ALF is high, there is an undersupply. Generally, a balanced supply and demand situation of
route is indicated by an ALF of 0.70 to 0.80.
Passenger demand of a public transport is also expressed as the total volume of passengers carried
by the service in a given day. This is referred to as volume of ridership (VOR). VOR is estimated as
the sum of all boarding passengers, both directions in a given day of operation.
Using the BAS data of our sample route:
A to D : ∑B1 = 14 + 15 + 8 = 37 pax/veh/one-way
D to A : ∑B2 = 10 + 16 + 7 = 33 pax/veh/one-way
Sum of Boarding Pax = 70 pax/veh/roundtrip

VOR = (sum of boarding pax/round trip) x F
where F = 156 veh/day
VOR = 70 x 156 = 10,920 pax/day
37
Adjusted this to average annual volume:
Adjusted VOR = 10,920 x SF

= 10,920 x 1.12
= 12,230 pax/day
Other operational characteristics worth considering in route evaluation are as follows:
• Number of Operating Hours per Day (NOH)

• Travel Time between route ends (TRT)
• Terminal Waiting Time (TWT)
• Average Travel Speed (ATS)
To illustrate, suppose the route in the above example has the following additional operational
characteristics:
NOH = 14 hrs (say 6am to 8pm)

TRT (A to D) = 34 min
TRT (D to A) = 26 min
Based on data given earlier:
NOH = 14 hrs
F = 156 veh/day
NUO = 32 units
F = NUO x NRT
156 = 32 x NRT
NRT = 156/32 = 5
TAT = TRT (A to D) + TRT (D to A) + TWT

TAT = 34 hr + 26 hr + TWT
60 60
since NRT = 5
NRT = NOH/TAT
TAT = NOH/NRT
TAT = 14/5 = 2.8 hrs.
Then, TAT = 34 hr + 26 hr + TWT

60 60
2.8 = 0.57 + 0.43 + TWT
TWT = 2.8 – 1.0 = 1.8 hrs (total for both route ends): a bit long resulting in a lesser NRT.
Average Travel Speed (ATS) per direction:
TRT (A to D) = 0.57 hr
TRT (D to A) = 0.43 hr
Distance (A to D) = 10 km (also D to A)
ATS (A to D) = 10/0.57 = 17.5 kph

ATS (D to A) = 10/0.43 = 23.3 kph
For public utility jeepneys, ATS should at least be 20 to 25 kph.
38
b. Data from a Pax Origin-Destination Survey
If an OD survey was conducted, show the survey results as explained below:
b.1 Quantifying Current Public Transport Demand Based on Origin-Destination (OD) Survey
Standard transport demand analysis and forecasting makes use of the four-step approach, i.e.,
trip generation/attraction, trip distribution, modal split and trip assignment. To quantify current
transport demand, an origin-destination (OD) survey is undertaken. The main output of an OD
survey is an OD table which is shown as a matrix of OD pairs and corresponding passenger
demand volumes. Two (2) types of passenger OD surveys can be undertaken for purposes of
local public transport planning, i.e., home interview survey (HIS) and on-board public transport
passenger OD survey.
For a small LGU study area with few sub-areas, an OD table is relatively easy to handle in
terms of quantifying not only trip distribution but also modal split and trip assignment. Data
from either an HIS or on-board survey can be processed to produce an OD table. See Annex
A for Sample OD survey forms for both types of surveys. To illustrate, suppose the network is
a corridor with four (4) sub-zones as shown below:
A B C D
The OD matrix can be shown as follows:
Passenger OD Table (pax/day)

To
A B C D Total
From
A - 4,570 1,400 290 6,260
B 4,300 - 1,860 430 6,590
C 1,140 1,580 - 500 3,220
D 420 570 640 - 1,630
Total 5,860 6,720 3,900 1,220 17,700
The above data are described as follows:
 Sum of passenger volume coming from a sub-area is trip generation. The volume in
pax/day are:
A : 6,260
B : 6,590
C : 3,220
D : 1,630
 Sum of passenger volume going to a sub-area is trip attraction. The volume in pax/day
are:
A : 5,860
B : 6,720
C : 3,900
D : 1,220
 The passenger volume coming from a sub-area going to another sub-area is trip
distribution. To illustrate OD pairs:
From A to B : 4,570
39
A to C : 1,400
A to D : 290
and so on….
For the four (4) sub-areas, there are 12 OD pairs as shown in the above table and the
corresponding passenger volume for each OD pair is called trip distribution.
Modal split is the relative share of the transport modes used. Generally, modal split is
expressed as the relative shares between public transport modes and private modes. The
modal split can be determined based on the results of an OD survey. Suppose in our example
the modal split is 70% public and 30% private modes, an OD matrix for public transport can be
derived by estimating 70% of each OD pair volume. The result is as follows:
Public Transport Passenger OD Table (70% Share, pax/day)

To
A B C D
From
A - 3,200 980 200
B 3,010 - 1,300 300
C 800 1,100 - 350
D 290 400 450 -
The above table is done if an HIS is undertaken. The result of an on-board public transport
passenger OD survey shall directly quantify the existing public transport demand in an OD
format.
The above public transport demand data quantify the current public transport (PT) passenger
demand. These will be the data to be used in PT route planning.
For PT route analysis and planning, the PT passenger demand shall further be converted into
the PT passenger volume per link in the network. This is done through the PT trip passenger
volume to each link used in the path from an origin to destination. Trip assignment is simple if
the network is a corridor because OD paths re straight forward, that is there are no alternative
paths between each OD pair. Trip assignment is shown below:
Trip assignment process for the network:

3km 5km 2km
A B C D
Trip Assignment
From To PT Vol OD Path Links Used
(Pax/day) AB BA BC CB CD DC
A B 3,200 AB 3,200
A C 980 AB, BC 980 980
A D 200 AB, BC, CD 200 200 200
B A 3,010 BA 3,010
B C 1,300 BC 1,300
B D 300 BC, CD 300 300
C A 800 CB, BA 800 800
C B 1,100 CB 1,100
C D 350 CD 350
D A 290 DC, CB, BA 290 290 290
D B 400 DC, CB 400 400
D C 450 DC 450
PT Pax Vol/Link (pax/day) 4,380 4,100 2,780 2,570 850 1,140
40
The final PT passenger volume per link as computed above can be shown as a PT passenger
profile, as follows:
PT passenger volume per link (pax/day):

4,100 2,590 1,140
4,380 B 2,780 C 850
A D
Convert to average one-way volume (pax/day):

4,240 2,685 995
A B C D
Convert to annual average daily one-way volume per link (pax/day). Consult seasonality factor
(SF) from DPWH (based on the survey month). Say SF=1.10
PT passenger average one-way volume per link, annual average (pax/day):

4,664 2,954 1,094
A B C D
PT passenger load profile (annual average one-way volume, pax/day):
4,664
2,954 1,094
A B C D
The above data show the current PT passenger volume for the network in the study area. This
shall be used in the PT route planning.
A second example is for a study area where the network has branches as show below:
B
7km
3km
D
A
6km
2km PT Route
Road Link
C
Based on the OD survey, the PT passenger demand has the following OD pattern:
Public Transport Passenger OD Table (pax/day)

To
A B C D
From
A - 3,200 3,860 250
B 3,080 - 1,780 370
C 3,920 1,800 - 400
D 300 360 390 -
In the trip assignment process, there are OD pairs with alternative paths, as shown below:
41
From To Alternative Path

Alternative 1 Alternative 2
A B AB -
A C AC -
A D AB, BD AC, CD
B A BA -
B C BA, AC BD, DC
B D BD -
C A CA -
C B CA, AB CD, DB
C D CD -
D A DB, BA DC, CA
D B DB -
D C DC -
The relative shares of the alternative paths are estimated, based on the following theory:
From one point to another point:
Alternative Path 1 distance = d1
Ratio (R) of d1 to d2 = d1/d2
If R < 1.0, share of Path 2 = 0.5R
i.e., S2 = 0.5R
S1 = 1.0 - S2
If R > 1.0, share of Path 2 or S2
S2 = 1.0 - 0.5/R
S1 = 1.0 - S2
For example:
From A to D:
Path 1: AB, BD: d1 = 10km
Path 2: AC, CD: d2 = 8km
R = 10 = 1.25
8
S2 = 1.0 – 0.5/1.25
= 1.0 - 0.4
S2 = 0.6 (AC, CD)
S1 = 0.4 (AB, BD)
or From A to D:
R = 8 = 0.8
10
S2 = 0.5 x 0.8
S2 = 0.4 (AB, BD)
S1 = 0.6 (AC, CD)
Using the same procedure, the relative shares of alternative paths for D to A, B to C & C to B
can be computed. The trip assignment process is shown below:
B 7km
3km
D
A
6km
2km PT Route
C
42
Trip Assignment
(Pax/day) AB BA AC CA BD DB CD DC
A B 3,200 AB 3,200
A C 3,860 AC 3,860
A D 250 Path 1: AB,
BD
Path 2: AC,
CD
S1 = 0.4 100 100
S2 = 0.6 150 150
B A 3,080 BA 3,080
B C 1,780 Path 1: BA,
AC
Path 2: BD,
DC
S1 = 0.81 1,442 1442
S2 = 0.19 338 338
B D 370 BC, CD 370
C A 3,920 CA 3,920
C B 1,800 Path 1: CA,
AB
Path 2: CD,
DB
S1 = 0.81 1,458 1,458
S2 = 0.19 342 342
C D 400 CD 400
D A 300 Path 1: DB,
BA
Path 2: DC,
CA
S1 = 0.4 120 120
S2 = 0.6 180 180
D B 360 DB 360
D C 390 DC 390
PT Pax Vol/Link (pax/day) 4,758 4,642 5,452 5,558 808 822 892 908
Average one-way PT passenger volume (pax/day):

B
815
4,700
D
A
900
5,505
Annual average one-way PT passenger volume (pax/day): SF = 1.1

B
896
5,170
D
A
990
6,056
C 43
Passenger Load Profile (Annual Average One-Way PT passenger volume (pax/day):

B
The above examples show the general theory on PT passenger demand quantification based on
OD data and the standard four-step approach. The sample networks shown are highly simplified
so that the procedure can be clearly explained. However, in most cases, the number of sub-
areas in a study area are numerous and the networks are more complex. For example, for about
ten (10) to twenty (20) sub-areas, OD pairs can run as high as ninety (90) to 380. Manual
calculations are therefore so tedious in these cases.
For this situation, the planner needs to use a transport demand model, such as STRADA and
CUBE. Using these models require a specialized expertise acquired through long-term practice.
If an LGU chooses to use any of these models, this technical expertise should first be developed
within the LGU or the LGU may hire transport demand modelers. For purposes of producing the
LPTRP, an alternative PT demand quantification procedure is in order.
c. Forecasting of Public Transport Passenger Demand
There are two (2) components of PT passenger demand forecast: (a) normal growth and (b)
generated traffic. The normal growth of demand assumes a growth rate which is related to
population growth rate. The forecasting procedure uses the compounded growth rate formula:
FV = PV x (1 + r)n
where FV = future volume
PV = present volume
r = annual growth rate in decimal
n = no. of years from the present (or base year)
If this is applied to PT passenger demand forecast, the current PT passenger volume per route
section (based on either the OD procedure on the BAS-based data) shall be the PV. Forecast is
made for each passenger volume per link. Growth rate r shall be based principally on population
growth rate. Thus, if the population growth rate in an LGU is 2.5% per annum, r is 0.025. The
exponent n refers to the number of years between the present and the target forecast year.
For example, for link or section AB, PV = 4,664 pax/day. If growth rate is 2.5% per annum and the
future volume five (5) years from present (n=5) is to be estimated.
FV = 4,664 x (1.025)5
FV = 5,277 pax/day
For all the links in the network, forecasting normal growth shall follow the same procedure.
44
The other forecast component is generated traffic. This is applicable to a situation wherein a new
land use development is planned for an area in the LGU. This future development will generate or
produce additional passenger volume. Below are examples of passenger trip generation rates to be
used in a proposed residential development.
Proposed Residential Area
Area: 10,000 sqm.
Passenger Trip Rate In = 13.4 pax/100sqm/day

Passenger Trip Rate Out = 14.4 pax/100sqm/day
If the residential area will have a 10,000 sqm floor area:
No of Pax In = 13.4 x 10,000/100 = 1,340 pax/day

No of Pax Out = 14.4 x 10,000/100 = 1,440 pax/day
Assuming a modal split of 70% public and 30% private mode users, the forecast of future PT
passengers generated by the proposed residential area are:
PT passenger In = 0.7 x 1,340 = 938 pax/day

PT passenger Out = 0.7 x 1,440 = 1,008 pax/day
These estimated passenger volumes shall be added to the PT route link volumes which will connect
the residential area to the PT network.
For other types of land uses, there are corresponding passenger trip rates. Local transport planning
consultants can provide these data.
Contents of LPTRP Main Report Chapter 6 - Current Public Transport Issues and Problems
This Chapter states current issues and problems on public transport operation in the study area. The
main contents are shown in Table 2.7.
45

No.
6.1 Public Transport Issues/Problems Cite observed problems and opinion of commuters
from interview.
6.2 Development Constraints Present current and emerging constraint to
improving public transport services, e.g., terrain
condition in remote barangays, flood-prone areas,
etc.
Some examples of public transport issues and problems are:
a) Areas unserved by public transport services.

b) Lack of supply in terms of scarcity of public transport services;
c) Discrepancy between number of authorized units (NAU) and actual number of units in operation.
(NUO)
• If NAU > NUO: actual needs are less than the number of franchised units, low demand,
• If NAU < NUO: colorum operations, actual needs exceed number of franchised units,
d) Long waiting time for passengers: unreliable services, long headways.
e) Overcrowding in vehicles: lack of space to accommodate passengers, uncomfortable to
passengers;
f) Unreasonable fares: high fare collected from passengers in excess of authorized fees,
g) Low travel speed of public transport vehicles, delay in trips
• Due to traffic congestion along the roads
• Due to long dwelling time at public transport stops
Contents of LPTRP Main Report Chapter 7 - Public Transport Objectives and Strategies
This Chapter describes the desired qualities of the public transport service in the study area. These
qualities are expressed in terms of objectives to be attained as a result of the implementation of the
LPTRP. The main contents are shown in Table 2.8.

No.
7.1 Socio-Economic Development Discuss LGU’s overall socio-economic
Goals development objectives as cited in PDPFP or
CLUP.
7.2 Transport Development Plan Summarize transport plan as per PDPFP or CLUP.
7.3 Proposed Transport Projects Enumerate committed and proposed new projects
which would require public transport connectivity
within the plan period and long-term.
7.4 Public Transports Improvement Refer to Annex A, Section A.2.3, pages Annex A-
Objectives 5 to A-6. Below are examples of good objectives of
public of transport operations.
7.5 Public Transport Development Summarize specific strategies to meet the stated
Strategies objectives
Some examples of public transport improvement strategies are:
• Route rationalization planning: demand-based with consideration on road hierarchy functions;

• Ensuring road network capacity to accommodate traffic volume;
46
• Ensuring passenger comfort and convenience;

• Profitability of operation with passenger service efficiency;
• Appropriate safety measures;
• Efficient monitoring system
On the other hand, examples of good objectives of public transport operations are as follows:
• demand based public transport route network to satisfy travel needs of people;
• sufficient passenger spaces in a public transport vehicle for passenger comfort;
• appropriate locations of loading/unloading points with easy transfer facilities for passenger
convenience;
• adequate level of supply in terms of number of units and reasonable frequency/headway;
• reasonable waiting time at loading/unloading points;
• reasonable travel speed to minimize travel time;
• minimum air pollution level for a better environment; and
• minimum accident rate for safety of passengers and other road users.
Contents of LPTRP Main Report Chapter 8 - Public Transport Routes Identification and Evaluation
This Chapter shall describe the approach made in the route planning study, particularly in route
identification in which primarily takes into consideration passenger demand patterns and the road network
structure. Furthermore, the number of units needed per route per mode type shall be computed.
Aside from identifying the public transport routes to serve the study area, specifications for each route
shall be recommended, such as:
• terminal locations (should be off-street) and corresponding area needed for each terminal;
• locations of loading/unloading points along routes which take into consideration passenger origin-
destination patterns;
• required frequency/headway per route.
The main contents are shown in Table 2.9.

Sections Title Description
No.
8.1 Planning Considerations for a) Highlight the planning guidelines, standards
Updated Route Structure and practices adopted for the route evaluation.
b) The basic guidelines include the following:
• Basic principles in public transport planning
(Sub-section 1.4.1, page 12)
• Type of public transport services
(subsection 1.4.2, page 13)
• Routes identification (subsection 1.4.3 to
1.4.4, page 14
• Hierarchy of public transport modes
(subsection 1.4.5, page 15)
• Maximum distance (subsection 1.4.6, page
17)
• Route modification (subsection 1.4.7, page
18)
• Developmental routes (subsection 1.4.8,
page 18)
• Route connectivity (subsection 1.4.9, page
19)
47
8.2 Determination of Routes and a. Explain the procedure in identifying routes

Required Number of Units (refer to subsection 2.8.1 below for a detailed
explanation of the planning procedure).
b. Explain the methodology in estimating the
number of units. Refer to Annex A, A.2.6
pages Annex A-25 to A-31
Under Section 8.1, Chapter 8, highlight the planning guidelines and standards for public transport route
planning. Refer to Sections 1.4 and 1.5 of this manual for the general guidelines and standards and the
basic concepts explained in sub-section 2.8.1 below:
Under Section 8.2, explain the procedure in the identification of routes and the methodology in estimating
the number of units required per route. These are explained in Annex A, particularly Section A.2.6, pages
A-25 to A-31. Further explanation on the route identification procedure and the computation of the
required number of units per route are given below:
Basic Concepts in Public Transport Route Network Structure Design
As discussed in Sections A.2.5 and A.2.6 of Annex A of this Manual, the primary consideration in public
transport route planning is passenger demand for each proposed public transport route. Passenger
demand (PD) of a route is expressed as the allocated passenger volume based on a resultant longitudinal
rectangle connecting two (2) end points derived from the passenger load profile of the corridor where the
route is operating. The most commonly used unit of PD is pax/hr (pph) of the higher direction during peak
hour. This is explained further in the illustrations below. However, in the establishment of a network of
public transport routes in a given area, supplementary factors are also needed in order to come up with
rational routes that will best serve the passenger demand in terms of convenience, comfort and reliability,
among others. These supplementary factors which are actually the desired operational characteristics of
a route are in terms of the following:
• Route Length (RL): distance between route ends (in Km);

• Average Travel Speed (ATS): average speed of public transport vehicles in moving between route
ends, taking into consideration both running time and stopping time (in Kph);
• Average Seating Capacity (ASC): the maximum number of passengers that can be accommodated
in a public transport vehicle based on the number of seats available;
• Number of Round Trips (NRT): the number of times a vehicle moves from one route end to the other
route end and back within a specific duration, say within the peak hour or within a day;
• Viable Load Factor (VLF): the desired ratio of actual passenger occupancy to vehicle service
capacity, which will be both comfortable to the passengers and reasonably profitable to the public
transport operator;
• Number of Units (NU): the desired number of units to serve the passenger demand within a given
duration of operation;
• Fleet Size (FS): the desired number of units allocated to a given route taking into consideration the
number of units required to serve the demand in a given duration of operation (NU) plus an additional
number of units to cover replacements of vehicles under repair and maintenance;
• Utilization Rate (UR): the acceptable ratio of NU to FS, to sustain adequacy of service to passengers
and ensure profitability to operators;
The standard computational procedure to estimate a route’s FS, is as follows:
• Turn Around Time (TAT): the total time spent for one round trip
Where: TAT = 2 * [RL/ATS+TWT]

RL : in Km
ATS : in Kph
TWT : in hrs.
48
TAT : in hrs.
• NRT: NOH/TAT
Where NOH= 1hr (for the peak period); or total number of operating hours in a day
• VLF = 1.0 (for the peak period); or 0.70 for an average day of operation
• ASC: depends on the mode of public transport (average number of seats offered per vehicle unit)
• PD: assigned passenger demand to the route based on the longitudinal rectangle derived from the
passenger load profile
: for route planning purposes, PD is expressed in pax (pph), in the higher direction during
the peak hour;
• NU = PD
VLF x ASC x NRT
• FS = NU/UR
Based on the above, the basic considerations in public transport route network design are summarized
as follows:
a) Proper route alignments to be based on road network configuration and road functions as well as on
passenger demand based on passenger load profiles;
b) Route interconnections based on passenger load profiles and minimization of route overlapping to
promote complementarity of routes;
c) Reasonable fleet size to be allocated to a route taking into consideration passenger demand to be
assigned to each route and the desired supplementary factors, i.e. desired operational
characteristics
d) Public transport routes in a network should minimize the number of passenger transfers for
passenger convenience.
To illustrate the application of the above considerations, consider the following scenarios:
1. Single Corridor: Simple Network
Example (1): Passenger Load Profile

(higher direction, peak hour pax/hr, pph)
1,000 pph
300 pph
A 5km B 7km C
The possible routes are two longitudinal rectangles as shown below:
700 pph
1,000pph
300 pph 300pph
A 5km B 7km C
a) As explained in an earlier chapter, the possible routes to serve the demand in the above corridor
are:
• Route A – B – C, RL = 12 km, PD = 300 pph
• Route A – B, RL = 5 km, PD = 700 pph
49
The possible routes shall be subjected to further analysis to determine their rationality, to wit:
• Route alignment, based on road network

• Routes complementarity, based on passenger load profile
• Fleet Size (FS) to serve the demand
• Minimum passenger transfers
b) Analysis of Route A-B-C:
• Route alignment: along road links AB and BC;

• Based on the passenger load profile, there is a demand of 300 pph. There is a higher demand
along section AB of 1,000 pph. This higher demand however cannot be assigned to route A-
B-C because along section BC with length of 7 km (58% of total length A-B-C), an oversupply
would occur at such a substantial distance. Along section A-B, if route A-B-C is allocated PD
of 300pph, there is a net demand of PD = 700 pph which call for another route AB to A-B-C.
This longer distance route satisfies the minimum transfer equipment.
• To compute FS for route A-B-C, the following data shall be used:
PD = 300 pph
VLF = 1.0
ASC = 22 (assume PUJ mode)
RL = 5+ 7 = 12 km
ATS = 20 kph (assumed; based on local conditions)
TWT = 30 min. (assumed; based on local conditions)
NOH = 1 hr.
UR = 0.85 (desired)
Computations:
TAT = 2 *[RL/ATS + TWT]

= 2 * [12/20 + 30/60]
= 2.2 hrs.
NRT = 1/2.2 = 0.45
NU = 300 _ = 30
1.0 x 22 x 0.45
FS = 30/0.85 = 35
For route planning purposes, an acceptable FS should at least be 10 units, indicating a

minimum acceptable demand which calls for a viable route service.
Based on this analysis, Route A-B-C can be recommended.
c) Analysis of Route A-B
• Route alignment: along road links AB

• Based on the passenger load profile, there is a high demand along road link AB indicating a
substantial number of short-distance travelers between A and B, which calls for a route
service. This short-distance route is complementary to the long-distance route A-B-C. It
serves a substantial demand for the shorter link at a higher frequency, for passenger
convenience.
Note that Route A-B is overlapping route A-B-C at 5/12 * 100 = 42%. The decision to
recommend this route despite its overlap of greater than 25% should further be analyzed in
50
terms of the demand level, i.e. PD, on whether this can result to an FS of at least 10 units
which is an indicator of an acceptable demand, given the desired operating characteristics.
• Computation of FS for Route A-B
PD = 700 pph
RL = 5km
ASC = 22 (Jeepney)
VLF = 1.0
ATS = 20 kph
TWT = 30 min.
NOH = 1.0 hr.
UR = 0.85
TAT = 2 *[5/20 + 30/60] = 1.5 hrs.
NRT = 1/1.5 = 0.67
NU = 700 = 48
1.0 x 22 x 0.67
FS = 48/0.85 = 56
FS shows a large demand, Route A-B can be recommended despite its overlap with Route
A-B-C at 42%.
Based on the discussion and illustration, the basic concept in identifying a public transport
route is summarized as follows:
• The route should have a PD which will give an FS of at least 10 units, given the desired
basic operational characteristics, to wit: RL, ATS, TWT, ASC, NRT, VLF, UR and NU.
Note that PD is the allocated section passenger volume for the route derived from the
passenger load profile. The common unit of PD is pax/hr (pph), representing the higher
direction section volume during peak hour.
• In a corridor with complementary routes, the theory applies to all routes. If a route has
an FS of less than 10 units, it cannot be considered for inclusion in the route network.
Note that this condition serves as a guide when to delete a route from the network or
extend a route in the network.
To illustrate further, in a corridor with complementary routes:
Example (2): Passenger Load Profile (pph)
300 pph
60 pph
A 5km B 7km C
Possible routes:
240 pph
300 pph
60pph
A 5km B 7km C
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Possible Routes
• A-B-C, RL = 12 km, PD = 60pph
• A-B, RL = 5 km, PD = 240 pph
Compute FS:
• Route A-B: overlap: 5/12 x 100 = 42% > 25%
RL = 5km NOH = 1hr
ATS = 20kph VLF = 1.0
TWT = 30mins UR = 0.85
TAT = 2 x [5/20 + 30/60] = 1.5; NRT = 1/1.5 = 0.67
FS = 240 / [0.85 x 1.0 x 22 x 0.67] = 19; Route OK despite overlap
• Route A-B-C:
RL = 12km (same operational characteristics)
TAT = 2 x [12/20 + 30/60] = 2.2; NRT = 1/2.2 = 0.45

FS = 60 / [0.85 x 1.0 x 22 x 0.45] = 7; Delete Route
60pph
300 pph 240pph
A 5km B 7km C
Possible Routes
• A-B-C, RL = 12 km, PD = 240pph
• A-B, RL = 5 km, PD = 60 pph
Compute FS:
• Route A-B: overlap: 5/12 x 100 = 42% > 25%
RL = 5km NOH = 1hr
TAT = 2 x [5/20 + 30/60] = 1.5; NRT = 1/1.5 = 0.67
FS = 60 / [0.85 x 1.0 x 22 x 0.67] = 5; Delete Route
• Route A-B-C:
TAT = 2 x [12/20 + 30/60] = 2.2; NRT = 1/2.2 = 0.45
FS = 240 / [0.85 x 1.0 x 22 x 0.45] = 28; Route OK
Discussion of Results:
If Route A-B is to be deleted, the demand, i.e., PD of 60pph needs to be served. This can
be done by utilizing the total PD of 300 pph to serve the Route A-B-C. Using the same
operational characteristics, the NRT for Route A-B-C is 0.45.
FS = 300 / [0.85 x 1.0 x 22 x 0.45] = 36
To choose which of the two FS values shall be recommended, the corresponding average
load factors (ALF) shall be checked.
The actual load factor for each case, is as shown below:

• PD = 240pph, FS = 28, NU = 0.85 x 28 = 24
• PD = 300pph, FS = 36, NU = 0.85 x 36 = 31
• Actual Passenger-km (APK)
52
300 pph 240 pph
A 5km B 7km C
APK = [(300 x 5) + (240 x 7)] x 2 = 6,360 pax-km/hr

• For NU = 24: Maximum Pax-km
MPK = ASC x RL x 2 x NRT x NU
= 22 x 12 x 2 x 0.45 x 24
= 5,702 pax-km/hr
ALF = 6,360/5,702
= 1.12
• For NU = 31
MPK = 22 x 12 x 2 x 0.45 x 31
= 7,366 pax-km/hr
ALF = 6,360/7,366
= 0.86
The FS to be used is the weighted average of the two computed FS’s based on their
respective ALFs.
• For FS = 28, ALF = 1.12
FS = 36, ALF = 0.86
Weighted FS Average:
FS = [28 x 1.12/(1.12 + 0.86)] + [36 x 0.86/(1.12 + 0.86)]
= 15.84 + 15.64
= 31.48
= 32
Recommendation:
Route A-B-C, with FS = 32
2. Interconnecting Routes: Compound Network

3km C 5km D 7km
200pph
A 120pph E
4km
B
Existing Routes
• B-C-D, RL = 9 km, PD = 120pph
• A-C-D-E, RL = 15 km, PD = 200 pph
Compute FS:
• Route B-C-D: overlap: 5/15 x 100 = 33.3% > 25%
RL = 9km NOH = 1 hr
TAT = 2 x [9/20 + 30/60] = 1.9; NRT = 1/1.9 = 0.53
FS = 120 / [0.85 x 1.0 x 22 x 0.53] = 12; Route OK despite overlap
53
• Route A-C-D-E:
TAT = 2 x [15/20 + 30/60] = 2.5; NRT = 1/2.5 = 0.4

FS = 200 / [0.85 x 1 x 22 x 0.4] = 27; Route OK

3km C 5km D 7km
200pph
A 60 pph E
4km
B
Existing Routes
• B-C-D, RL = 9 km, PD = 60pph
• A-C-D-E, RL = 15 km, PD = 200 pph
Compute FS:
• Route B-C-D: overlap: 5/15 x 100 = 33.3% > 25%
RL = 9km (same operational characteristics as in Example 1)
NRT = 0.53
FS = 60 / [0.85 x 1 x 22 x 0.53] = 6 < 10; Delete Route
• Route A-C-D-E:
RL = 15km (same operational characteristics as in Example 1)
NRT = 0.4
FS = 200 / [0.85 x 1 x 22 x 0.4] = 27; Route OK
Note: Route B-C-D may be served by a lower capacity mode, say tricycle
The above illustrations show the following concept:
a) Re-structuring of routes in a network shall be primarily based on the passenger demand of each
route quantified as the allocated demand based on the passenger load profile. Such passenger
demand should require a route fleet size of at least ten (10) units.
b) In case of route overlaps, the deciding factor for a route to be retained or deleted shall primarily
be based on the passenger demand and the resulting fleet size requirement.
2.8.1.1 Re-Structuring of Existing Routes
Public transport route planning mostly involves re-structuring of existing routes. The basic concept of
route re-structuring has been discussed earlier in Sub-section 2.8.1. More specifically, route restructuring
can be presented in formats explained below. There are five (5) possible route-restructuring scenarios.
These scenarios involve interconnections between a local or feeder route and a trunkline (See route types
explained in 1.4.2.2, Sub-section 1.4 of this manual).
The five (5) scenarios are explained below.
a) Scenario 1
Feeder route with considerable demand, i.e., PD which requires an FS of at least ten (10) units (See
Example (1), Page 54).
54
Example: Passenger Load Profile (pph)

3km C 5km D 7km
200 pph (Trunkline)
A 120 pph E
4km
(Feeder)
B
Existing Routes:
B-C-D, PD = 120 pph, RL = 9km
A-C-D-E, PD = 200 pph, RL = 15km
As illustrated earlier, Route B-C-D will require an FS of 12 units. Despite an overlap of 5/15 x 100 =
33%, route can be retained. Route A-C-D-E will require an FS of 27 units.
The suggested summary of this route analysis, is as follows:
Existing Route RL (km) PD (pph) FS Overlap Recommendation

B-C-D 9 120 12 33.3% Keep
A-C-D-E 15 200 27 - Keep
Note: Overlap at section CD (5km) versus A-C-D-E RL of 15km.
b) Scenario 2
Feeder route with low PD (resulting FS is less than 10 units (see Example (2) in page 54).

3km C 5km D 7km
200 pph (Trunkline)
A 60 pph E
4km
(Feeder)
B
Existing Routes:
B-C-D, PD = 60 pph, RL = 9km
A-C-D-E, PD = 200 pph, RL = 15km
As illustrated earlier, Route B-C-D will require an FS of 6 units which is less than 10 units. Overlap of
33.3%. Route can be deleted. Route A-C-D-E will require an FS of 27 units.
The suggested summary of this route analysis, is as follows:
Existing Route RL (km) PD (pph) FS Overlap Recommendation

B-C-D 9 60 6 Delete
33.3%
A-C-D-E 15 200 27 Keep
Note: The demand for route B-C-D may be served by a lower capacity mode, e.g., tricycle between B and C.
c) Scenario 3
Low capacity mode operating side-by-side with a trunkline.

3km 5km 7km
200 pph (Trunkline)
A 100 pph (Low-capacity)
B C200 pph D
55
Since the low-capacity mode say PUJ, has the same alignment as the trunkline say PUB between the
route ends, the route with low-capacity mode can be merged with the trunkline provided that PD of
both routes is the resultant of significant boarding and alignment volumes. The merged route shall be
a higher capacity trunkline with a total PD of 300 pph. At this PD level, the resulting FS is greater than
10.
The summary table is:
Existing Route RL (km) PD (pph) Overlap Recommendation

A-B-C-D (low capacity) 15 100 Merge into
A-B-C-D (trunkline) 15 200 100% trunkline (PUB)
FS = 18
However, if the low-capacity mode can be made to serve an end-to-end passenger demand, say AUV
service, based on an OD survey, such mode can serve the route as an express service, while the high
capacity mode, say, PUB can serve a regular service, to address substantial boarding and alighting
passengers along the way.
d) Scenario 4
Trunkline, say PUB with a PD which is the resultant of a considerable number of passengers travelling
end-to-end which can be determined through an OD survey. Such type of demand will need an
express service or what is called a P2P Service.
3km 5km 7km
300 pph
A B C D
Existing Route:
A-B-C-D, PD = 1,000 pph, RL = 15km
Per OD Survey:
PD = 400 pph (end-to-end)
= 600 pph (with boarding and alighting between route ends)
The summary table is:
Existing Route RL (km) PD (pph) Recommendation

End-to- With B & A
End in between
A-B-C-D 15 400 600 Express Service: FS = 17
In-Between Boarding/Alighting;
FS=31
For Express Service:
RL = 15km UR = 0.85
TWT = 30mins/route end ASC = 50
TAT = 2 x [15/40 + 30/60] = 1.75; NRT = 0.57
FS = 400 / [0.85 x 1 x 50 x 0.57] = 17
For Regular Service (with Boarding/Alighting in Between)

RL = 15km UR = 0.85
TWT = 30mins/route end ASC = 50
TAT = 2 x [15/25 + 30/60] = 2.2; NRT = 1/2.2 = 0.45
FS = 600 / [0.85 x 1 x 50 x 0.45] = 31
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e) Scenario 5
A trunkline or a feeder route with a PD, which upon the result of an OD survey, has a considerable
number of passengers whose actual origin or destination are beyond the current route ends. This
may require a route extension.
300 pph
A 3km 5km D
B C
Existing Route:
A-B-C, PD = 300 pph, RL = 8km (PUJ)
Based on OD Survey: The profile would be:
50pph
300 pph
250pph
A 3km B 5km C 7km D

Possible Routes:
• A-B-C-D, PD = 250 pph, RL = 15km
(extension of A-B-C)
• A-B-C, PD = 50 pph, RL = 8km
Compute FS: Route A-B-C-D

RL = 15km UR = 0.85
TWT = 30mins/route end ASC = 22 (PUJ)
TAT = 2 x [15/20 + 30/60] = 2.5; NRT = 1/2.5 = 0.40
FS = 250 / [0.85 x 1 x 22 x 0.40] = 33, Route OK
Compute FS: Route A-B-C

TAT = 2 x [8/20 + 30/60] = 1.8; NRT = 1/1.8 = 0.56
FS = 50 / [0.85 x 1 x 22 x 0.56] = 5, Delete Route
It should be noted that the recommendation on whether Route A-B-C can be considered or deleted
will depend on the PD of the route, in accordance with the concept discussed in previous illustrations.
The summary table would be:
Existing RL PD Possible RL PD
Analysis Result
Route (km) (pph) Routes (km) (pph)
A-B-C 8 300 A-B-C-D 15 250
Extend: A-B-C-D
FS = 33
A-B-C 8 50 Delete: A-B-C
FS = 5
Note: To serve A-B-C PD of 50 pph, the route to be recommended would still be Route A-B-C-D with a total
PD of 300 pph.
57
For Route A-B-C-D, there are two (2) alternative FS values, based on two (2) passenger demand (PD)
values: These are:
For PD = 250kph, FS = 33, NU = 0.85 x 33 = 28

For PD = 300kph, FS = 40, NU = 0.85 x 40 = 34
The FS to be recommended is the weighted average of the two (2) FS values based on their
corresponding average load factors (ALF).
300 pph 250pph
A 3km B 5km C 7km D

Actual passenger-km (APK) = [(300 x 8) + (250 x 7)] x 2 = 8,300 pax-km/hr
For FS = 33
Max Pax-km (MPK) = 22 x 15 x 2 x 0.40 x 28
= 7,392 pax-km/hr
ALF = 8,300/7,392
= 1.12
For FS = 40
MPK= 22 x 15 x 2 x 0.40 x 34
= 8,976 pax-km/hr
ALF = 8,300/8,976
= 0.92
Weighted Average, FS:
FSave = [33 x 1.12/(1.12 + 0.92)] + [40 x 0.92/(1.12 + 0.92)]

= 18.12 + 18.04
= 36.2
= 36
Recommendation: Route A-B-C-D, FS = 36
Contents of LPTRP Main Report Chapter 9 - Plan Monitoring and Evaluation System
This Chapter presents a monitoring and evaluation system for the recommended routes in the LPTRP,
when said routes are operational. Monitoring is an important activity during route operation because it
will assess the actual route performance wherein possible deficiencies can be identified and corrective
actions shall be made.
The main contents are shown in Table 2.10 below.

Sections Title Description
No.
9.1 Purpose of Monitoring and State the purposed of monitoring and evaluation.
Evaluation See explanation below.
9.2 Public Transport Performance For monitoring purposes, performance indicators
Indicators shall be identified. See sample indicators below.
58
9.3 Schedule of Monitoring and Recommend monitoring schedule to ensure that

Evaluation actual operations are within acceptable standards
of performance.
9.4 Conduct of Monitoring and This shall be in the form of a plan of activities to be
Evaluation undertaken for monitoring purpose.
9.5 Reporting and revisions of the Summarize the flow of information/reports and
LPTRP proposed actions within the LGU and coordination
of actions with LTFRB regional offices.
To illustrate how the above descriptions can be formulated, the following concepts, and examples can be
referred to:
a) On the Purpose of Monitoring and Evaluation
Monitoring shall pertain to supervising the activities in progress to ensure that they are on-course
and on-schedule in meeting the objectives and performance targets set in the initial stages of
crafting the LPTRP. It shall be conducted by the respective LGUs and the LTFRB. Thereafter, the
data gathered from monitoring shall be used in evaluating the LPTRP.
Evaluation shall pertain to the systematic and objective assessment of the performance of the
available public transport. It shall be the basis of updating/developing succeeding plans and/or the
retaining of already approved and on-going services.
The purpose of monitoring and evaluation is to ensure that a sustainable public transport is
provided. Sustainable transport, as defined in the Philippine National Environmentally Sustainable
Transport Strategy (NESTS), is “transport development that meets the needs of the present without
preventing future generations from meeting their needs.” The economic, environmental, and social
aspects shall be major considerations. In integrating these three main components, there should
be a focus on resilience, inclusiveness, and the quality of life. Hence, the framework shown in
Figure 2.1 shall be considered.
Figure 2.1: Modified Framework for Sustainable Transport by F. A. A. Uy (2017)
b) On Public Transport Performance Indicators
Table 2.11 below summarizes the possible performance indicators that can be used to gauge the
level of service of public transport services. The indicators should be measured using actual data
gathered through the various tools recommended. However, LGUs are not limited to the public
transport performance indicators and measures listed below.
59
Monitoring and data collection may be done on a per-route basis and using the different PUV modes
as subcategories. This should be prepared and included under the Monitoring and Evaluation Plan
(see item d), which is also included in the LPTRP.
Table 2.11: Public Transport Performance Indicators and Measures

Sustainability Aspect Dimensions Performance Indicators and Measures
Accident rate, severity ratio, number of vehicles that
Safety
Social are 15 years old and older
Security Availability of CCTVs and GPS
Emission testing of vehicles, compliance to the Clean
Environment Clean transport
Air Act, compliance to the OFG
Affordable transport Travel cost, fare rates
Economic Revenue per passenger per route, average monthly
Revenue generation
revenue per route, deadhead
Passenger load factor, seat comfort, hours of service,
Comfort and convenience
transfer time
Average running speed, average dwell time, average
Speed
Quality of life travel time
On-time performance Passenger waiting time, frequency of PUVs
Frequency of PUVs, scheduling adherence, service
Reliability
reliability, Public Transport Passenger Survey
Adherence to plan, flexibility
Resilience Adaptability ability to maintain service, quickly recover after
interruption or disaster
Service satisfaction (through FGD, public meetings,
Passenger satisfaction household surveys, mailed questionnaire, telephone
survey)
Inclusiveness Governance Passenger commendation, complaint system
Mobility Ease of travel, geographic coverage of PUVs
Distance from the nearest public transport
Accessibility
terminals/stops, service frequency, PWD
c) On Schedule of Monitoring and Evaluation
In line with this, monitoring and evaluation reports shall be made semiannually or annually
depending on the complexity of the plan and are to be discussed before the approval of the LPTRP.
The monitoring and evaluation plan should uphold the sustainability framework. Each local
government shall determine the public transport objectives and outcomes. The outcomes are
statements on what the local government is able to do or demonstrate to address each objective.
The performance indicators, on the other hand, are specific criteria or performance level that shall
enable the measurement of the outcome. Each performance indicator should have an identified
monitoring measure with the corresponding schedule of data gathering. Evaluation can be done
more often or when the need arises. The over-all evaluation of public transport shall be done at
least after three years. The Monitoring and Evaluation Plan shall be submitted as part of the
application document. A sample LPTRP monitoring and evaluation plan is shown in Table 2.12.
d) On Conduct of Monitoring and Evaluation
The conduct of monitoring shall be the responsibility of the concerned local government. However,
during evaluation, a representative from the public transport organization, commuters, and the
academe should be included.
e) On Reporting and Revisions of LPTRP
The monitoring and evaluation plan (Table 2.12) shows evaluation measures which are the basis in
assessing actual public transport performances, with corresponding measuring tools in the form of
60
surveys to be undertaken. If actual evaluation measures based on said surveys are not within the
specified standards, corrective actions have to be recommended and implemented.
Public transport operations performance based on the monitoring schedule and evaluation
measures can be summarized in the form of report. Such report shall be the basis of the LGU to
make the necessary actions to correct the defects and improve public transport performance. These
corrective sections shall be in the form of revisions in the LPTRP such as route coverage upgrading
a mode type, level of supply needed, new routes, traffic management measures to address traffic
congestion and maintain acceptable travel speeds and corresponding needed frequency, and
others.
Revisions of the LPTRP, particularly on the route structure, level of supply and mode types shall be
forwarded to LTFRB for the needed franchising actions.
61
Table 2.12: Sample LPTRP Monitoring and Evaluation Plan

Objective Outcome Performance Indicator Monitoring Schedule Evaluation Measures Measuring Tools
1. Comfortable/ LPTRP Team Functions: a. Use of PUV Standard a. Every two (2) years a. 100% of PUVs using a. Compliant with LTO motor
Convenient LGU Executive Order Design standard design vehicle inspection
standards
b. Average Daily Load b. Every two (2) years b. Balanced supply/ b. Pax load survey or
Factor demand: boarding & alighting
0.70<ALF < 0.85 survey
c. Use of Air Conditioned c. Every two (2) years c. 50% of authorized c. Ocular garage inspection
PUVs PUVs: air conditioned
d. PUVs with PWD access d. Every two (2) years d. 100% of PUVs with d. Ocular garage inspection
PWD access
e. Ave. passenger transfer e. Every two (2) years e1. Urban areas < 10 mins e. Pax interview survey
time e2. Rural areas 20 to 30
mins
2. Adequate PT LPTRP Team Functions: a. PT Network Coverage a. Every two (2) years a. 100% of passenger a. PT route network
Services LGU Executive Order demand generating inventory
areas are within 200
meters of a PT route
b. Average number of b. Every two (2) years b. Ave. NRT per route b. License plate survey
round trips per day corresponds to desirable
travel speed and
terminal waiting time
c. Utilization rate c. Every two (2) years c. Actual Utilization Rate c. License plate survey to
per route >0.80 determine actual NU
3. Reliable PT LPTRP Team Functions: a. Ave. pax waiting time a. Every two (2) years a. Generally 50% of a. Pax interview survey
Services LGU Executive Order headway.
b. Service frequency in b. Every two (2) years b1. Urban b. License plate survey
terms of ave. headway - Peak hour 2-5 mins.
per route - Off Peak 5 to 10mins
b2. Rural – 20 to 30 mins
c. Ave. travel speed per c. Every two (2) years c. 20 to 25 kph c. Travel time survey
route
d. On-time departure for d. Every two (2) years d. Delay < 10 min d. Pax interview survey
scheduled trips
LGU Ordinance e. Ave. dwell time per stop e. Every two (2) years e. < 5 min. e. Dwell time survey
62
Objective Outcome Performance Indicator Monitoring Schedule Evaluation Measures Measuring Tools
4. Economical LPTRP Team Functions: a. Level of acceptability a. Every two (2) years a. > 70% acceptability a. Pax perception survey
and Financially LGU Executive Order from passengers
Acceptable
b. Level of acceptability b. Every two (2) years b. > 70% acceptability b. Operators’ and drivers’
from drivers and interview
operators
c. Ave. vehicle operating c. Every two (2) years c. > 70% acceptability c. Operators’ and drivers’
cost per PT mode interview
d. Ave. net income per d. Every two (2) years d. > 70% acceptability d. Operators’ and drivers’
vehicle interview
5. Environment LPTRP Team Functions: a. Reduction in air a. Every two (2) years a. 30% reduction after two a. Air pollution monitoring
Friendly LGU Executive Order pollution level years device
LGU Ordinance b. Introduction of bicycle b. Every two (2) years b. ? b. Ocular inspection
lanes
6. Safe PT LGU Ordinance a. Installation of safety a. Every two (2) years a. Appropriate road safety a. Ocular inspection
Services facilities along PT facilities installed and
corridors enforced in PT corridors
b. Reduction in PT b. Every two (2) years b. 50% in two (2) years b. Traffic accident database
accident rates system
7. Compliance to LPTRP Team Functions: a. Peak hour service a. Every two (2) years a. In accordance with OFG a. Frequency count survey
PT Route Plan LGU Executive Order capacity in pphpd guidelines: capacity per
mode type
b. No. of franchised units b. Every two (2) years b. >70% given franchise in b. LTFRB Record
in relation to RMC per two (2) years
route
LGU Ordinance c. Adherence in route c. Every two (2) years c. >70% follow route c. License Plate Survey
structure description per franchise
in two (2) years
d. Traffic impact of d. Every two (2) years d. >70% are traffic efficient d. VCR analysis
terminals and garage in two (2) years
e. Impose off-street e. Every two (2) years e. 100% compliance in two e. Ocular inspection
garage (2) years
63
Contents of LPTRP Main Report Chapter 10 - Summary of Recommended Routes
This Chapter shall be final output of the planning study, which is a recommendation on public transport
routes to serve the study area for a given target year. The recommended routes and their corresponding
mode types and number of units needed shall now constitute the LPTRP of the study area.
Two (2) sets of LPTRP can be presented, i.e. one that addresses the present situation and one that will
address the future, such as five (5) years from the present. The LPTRP that addresses the present
situation shall correct current deficiencies in the public transport system, based on the quantified current
passenger demand and the current road network. The LPTRP that will address the future shall take into
consideration the passenger demand forecast and changes in the road network structure in the future.
The main contents are shown in Table 2.13 below.

No.
10.1 Summary of Recommended Summarize the proposed routes structure for
Routes: LGU LPTRP inclusion in the LGU LPTRP, for corresponding
target years (one for the present and one for the
future) Refer to Annex A, Section A.2.7, pages
AnnexA-31 to A-34.
Outline of the Complete Report
Discussed in sections 2.1 to 2.10 are the contents of the Main Report. The complete report shall have
the following outline as shown in Table 2.14. The template for the maps and tables to be contained in the
LPTRP report is attached as Annex E in this manual.
64
Table 2.14: Outline of the Complete Report

Cover Page
Transmittal Letter
Table of Contents
Main Report
Chapter 1 – Introduction
1.1 Rationale
Include overall objectives of PUV Modernization Program, Local Public Transport Route Plan objectives, coverage of the
Plan
1.2 Legal Framework and Composition of LPTRP Team
Cite legal framework: OFG & DILG-DOTr JMC; and composition of LPTRP Team – office only and not persons. Names
of LPTRP team members will be mentioned in the annexed copy of LGU Executive Order
1.3 LGU Brief History
Cite from creation of LGU; keep concise and short
1.4 Geographical Information
Show the LGU location in a map. Cite political subdivisions, land area, etc.
Chapter 2 - Study Area/Corridors
2.1 Population Trends

Include population size, density, and growth rates by city/municipality for Province or by Barangay for city/municipality.
2.2 Educational Facilities and Enrollment
Include location of institutions and student population trends.
2.3 Employment Data
Include employment statistics such as employed persons; location of major employment centers/offices.
2.4 Housing
Cite Census housing statistics; location of recent residential developments.
2.5 Commercial and Industrial Establishments
Include location of major establishments; estimates of employment by location.
2.6 Transport Corridors and Facilities
Cite location of major establishments; estimates of employment by location.
2.7 Spatial Development Framework
Include existing and proposed land uses and transport corridors
Chapter 3 – Existing Road Conditions and Public Transport Routes
3.1 Existing Road Network and Traffic Condition

a) Show a roadmap linking the sub-areas of the study area. Refer to Figure A.3 in Annex A, page A-4.
b) Give data on road kilometerage by type of road and corresponding road physical condition such as road width,
pavement type, number of lanes, etc. Please refer to Annex A, Table A.6, page A-12
c) Identify critical road sections in the study area in terms of traffic condition. Refer to Annex A, Table A.4 & A.5, page
A-12.
d) Traffic volume data and road inventory for each critical road section. Refer to Annex A, Table A.4 & A.5, page A-12.
e) VCR analysis for each critical road section (Refer to Annex A, Item h, pages A-15 to A-16, on topics concerning critical
section, traffic volume, capacity and VCR).
f) For reference see the following items in Annex A of this Manual:
- Item 2 in Table A-1, page Annex A-7
- Item c (Traffic Analysis of Critical Road Sections) on page Annex A-10
- Item c (Traffic Analysis of Critical Road Sections) on page Annex A-12
- Item h (Traffic Analysis of Critical Road Sections) on page Annex A-15 to 16
3.2 Public Transport Routes
a) Give a list of public transport routes operating in your area by mode type and authorized number of units. These data
can be sourced from LTFRB data on franchised routes and LGU records on tricycle services. Routes shall be classified
as intra-LGU (those franchised within LGU) and inter-LGU (those franchised between the LGU and other LGU).
b) For reference see the following items in Annex A of this Manual:
- Item 1 in Table A.1 page Annex A-7 to A-8;
- Item a page A-8 to A-9
- Item b, page Annex A-9 to A-10
65
- Item a and b, page Annex A-10 to A-11
Chapter 4 – Transport Surveys and Land Use Data

Cite location of major establishments; estimates of employment by location.
Include existing and proposed land uses and transport corridors
4.3 Gathering of Relevant Data
In order to know the current situation of the study area’s public transport system and road traffic conditions several surveys
shall be undertaken. Refer to Annex A, Section A.2.4 and subsection A.2.4.1.
Describe the public transport surveys undertaken, to include any of the following, as applicable:
a. License Plate Survey
b. Boarding and Alighting Survey
c. Driver’s Interview Survey
d. Tricycle and Habal-habal Operations Survey
e. Public Transport Terminal Survey
Similarly, describe the road traffic surveys undertaken, to include the following:
a. Classified Traffic Volume Count Survey
b. Road Inventory Survey
For reference, see Annex B of this Manual for descriptions of transport surveys.
Chapter 5 – Assessment of Existing Public Transport Operations
5.1 Existing Public Transport Operations

a) Based on the data gathered and the corresponding processed data, assess the current performance of inter LGU
public transport services in the study are by comparing actual operational characteristics with desired characteristic
in terms of number of units, travel speed, number of round trips, frequency and land factor refer to Annex A, Section
f. pages Annex A-13, A-14, A-15 for the PT with fixed routes.
b) For intra-LGU PT services with the fixed routes, indicate the extent of areas of operation and the number of units in
operation compared with number of authorized units. Give comments on the number of units required.
c) Show public transport terminal locations, physical features and current terminal capacities versus actual usage.
Refer to Annex A, Table A.7, page Annex A-13.
d) If necessary, show results of PT drivers’ interview. Refer to Annex A, Table A-8, page Annex A-13. This item is
optional
.
5.2 Public Transport Demand Estimate
a) For the current public transport demand, describes the survey conducted and show the current passenger demand
trend based on standard passenger as demand shown below:
• If an OD survey was conducted, describe the survey procedure and summarize results. Refer to Annex A,
PAGES Annex A-16 to A-22.
• If a Boarding and Alighting (BAS) was conducted, show the results of the passenger volume data generated.
Refer to Annex A pages A-22 to A-23.
b) For public transport demand forecasting, describe the forecasting procedure used. Refer to Annex A, pages, Annex
A-23 to A-24.
Chapter 6 – Current Public Transport Issues and Problems
6.1 Public Transport Issues/Problems

Cite observed problems and opinion of commuters from interview.
6.2 Development Constraints
Present current and emerging constraint to improving public transport services, e.g., terrain condition in remoted
barangays, flood-prone areas, etc.)
Chapter 7 – Public Transport Objectives and Strategies
7.1 Socio-Economic Development Goals

Discuss LGU’s overall socio-economic development objectives as cited in PDPFP or CLUP.
66
7.2 Transport Development Plan

Summarize transport plan as per PDPFP or CLUP.
7.3 Proposed Transport Projects
Enumerate committed and proposed new projects which would require public transport connectivity within the plan period
and long-term.
7.4 Public Transport Improvement Objectives
Refer to Annex A, Section A.2.3, pages Annex A-5 and A-6
7.5 Public Transport Development Strategies
Summarize specific strategies to meet the stated objectives
Chapter 8 – Public Transport Routes Identification and Evaluation
8.1 Planning Considerations for Updated Route Structure

a) Highlight the planning guidelines, standards and practices adopted for the route evaluation. Refer to Annex
b) Refer to Sections 1.4 and 1,5 in Chapter 1 of this manual.
8.2 Determination of Routes and Required Number of Units
a) Present the procedure in identifying routes;
b. Present the methodology in estimating the number of units. Refer to Annex A, A.2.6 pages Annex A-25 to A-31.
Chapter 9 – Plan Monitoring and Evaluation System
9.1 Purpose of Monitoring and Evaluation

State the purposed of monitoring and evaluation. See explanation in Table 2.12.
9.2 Public Transport Performance Indicators
For monitoring purposes, performance indicators shall be identified. See sample indicators in Table 2.12.
9.3 Schedule of Monitoring and Evaluation
Recommend monitoring schedule to ensure that actual operations are within acceptable standards of performance.
9.4 Conduct of Monitoring and Evaluation
This shall be in the form of a plan of activities to be undertaken for monitoring purpose.
9.5 Reporting and revisions of the LPTRP
Summarize the flow of information/reports and proposed actions within the LGU and coordination of actions with LTFRB
regional offices.
Chapter 10 – Summary of Recommended Routes (LPTRP)
10.1 Summary of Recommended Routes: LGU LPTRP

Summarize the proposed routes structure for inclusion in the LGU LPTRP, for corresponding target years (one for the
present and one for the future) Refer to Annex A, Section A.2.7, pages AnnexA-31 to A-34.
Annexes
1. Executive Order Creating LPTRP Team
2. Survey Results Tables and Diagrams
3. List of Data Sources and Other References
Note 1: Evaluation checklist to be used by evaluating agencies is shown in Annex D.
Note 2: Template for the maps and tables to be contained in the LPTRP report is shown Annex E.
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Public Transport System Development
Passenger Facilities and Garage
The basic PUV service supply requirements include the following:
a. The vehicles to ferry passengers along the route

b. Stops along the service route where passengers can alight and board. A stop may also serve as a
transfer point to another route that uses it. Hence, a stop may be used by several routes.
c. Terminals may refer to an origin or destination terminal. An origin terminal is where a passenger’s
journey begins and may also serve as a transfer station, say from another route or mode, while a
destination terminal is where a passenger’s current journey will end. A passenger may need
another transfer when going to his/her target destination.
d. The garage to hold vehicles after their target service operation, and when waiting to be called to
serve and be serviced for maintenance and regular vehicle checkup
The minimum standard facility requirements for stops and terminals are as follows.
Vehicle
The OFG discusses the new specification of all PUVs such as PUBs and minibuses, PUJs, UVs, Filcabs,
school services, taxis, TNVS, tourist transport services, and shuttle services. In general, these PUVs
should comply with the standards of LTFRB and DENR.
For an effective monitoring and management of PUVs, vehicle and route codes may be adopted by the
LTFRB. Figure 5.1 is an example of a vehicle and route code. The suggested coding system is as
follows:
• Town/City Identification : CRK

• Route Code : 001
• Via Code : a/b
• Vehicle Code : 0001
The above coding system can be change by the LGU based on local condition.
Figure 3.1:Sample vehicle and route code
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Stops
Stop signs should show the name and number of the stop; the route(s) using the stop; the estimated
schedule of vehicle arrival at the stop or, at the very least, the frequency of vehicle arrival at the stop;
and the hotline number of the LTFRB. It is possible to put the path of a route being served and the
location of a current stop on the route in a stop sign instead of the vehicle schedule. It is also
recommended that a route numbering system be used in stops for the ease of use of commuters,
particularly of people new to the area and tourists. A stop sign can also be combined with letters when
there are variations in the areas covered, particularly in suburban locations. Furthermore, colors can be
used in combination with numbers and letters.
The recommended design and contents of a stop is shown in Figure 3.2.
Additional amenities can be provided in a stop such as a covered roof to protect commuters from rain or
heat and benches for them to be able to sit while waiting for the bus. Lighting can also be provided
particularly during nighttime.
PUV stops can be located at the nearside, far side, or mid-block, as shown in Figure 3.3. The distances
that are not allowable for use as a parking zone, which are measured from the nearest intersection and
the mid-block location distance of a stop, were obtained from the Department of Public Works and
Highways (DPWH) Manual.
Stop Name
Jeepney Symbol Stop Number
Route Route
Numbers Destinations
Using a Stop
Route Schedule of
Arrival at a Stop
LTFRB Phone
Number
Figure 3.2: Recommended Stop Design
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Figure 3.3: Location of Far-Side, Mid-block, and Nearside PUV Stops
Terminals
Transport terminals are usually located off-street at the origin and destination points of a service route
and may serve as a transfer point to another PUV route for passengers to be able to continue their
journey. The towns and cities of our country usually have integrated transport terminals in which most
routes that serve the city or nearby towns congregate.
As many routes converge on integrated transport terminals, they should comply with the minimum
standard requirements for the operation of off-street terminals. LTFRB will issue a memorandum circular
for terminal operations as part of the Implementing Rules and Regulations of the OFG.
For purposes of public transport terminal operations, the LTFRB has issued a Memorandum Circular
(MC) 2017-030. This circular gives guidelines as to terminal locations, i.e., off-street, terminal
owners/operators, terminal size and other detailed operational activities.
Operations and Management
Terminals and Turning Points
The requirements for public transport terminals shall remain enforced and adhered to in all franchise
applications and petitions. All public transport terminals shall comply with the LGU’s land use and zoning
plan. As such, the concerned LGU, in coordination with the DOTr and the LTFRB, shall have the authority
to designate terminal locations and issue prior clearance to operate the said terminals, consistent with
the DILG-DOTr JMC No. 01, Series of 2008.
Terminals are areas where passengers embark and disembark, and they shall be located at both ends
of a route. If a terminal is rented or leased, the validity of its contract is at least equal to the duration of
its franchise’s validity, which is five years.
Furthermore, the minimum locational standards, as provided in the Housing and Land Use Regulatory
Board’s (HLURB) “Locational Guidelines and Standards for Land Transportation Terminals and
Garages,” pursuant to Board Resolution No. R-408, Series of 1988, and Memorandum Circular No. 12,
70
Series of 1988, must be complied with. The following are the specifications of the minimum locational
standards:
1. If the municipality has an approved zoning ordinance, the location of bus stations/terminals and
freight/truck terminals should be at the periphery of a commercial zone.
Jeepney / UV Express service terminal – May be located within the commercial zone provided,
which is not near to a major intersection in which traffic congestion occurs.
2. If the municipality has no approved zoning ordinance, the location of bus stations/terminals and
freight/truck terminals should be outside the center of commercial activities to minimize street
congestion.
Jeepney / UV Express service terminal – May be located within the central business district /
commercial area, provided that it is not near to a major road intersection in which traffic congestion
occurs.
3. Terminals should be more than 100 m away from institutional establishments, particularly schools
and hospitals, as a safeguard against noise and air pollution.
4. Terminals must be accessible to commuters (i.e., transfer routes are available or within a terminal’s
service radius). However, direct access to major thoroughfares, particularly high-speed highways
and expressways, should be discouraged for safety and smooth traffic flow purposes.
The minimum terminal size is computed using the following formula:
Highest Hourly Incoming Frequency * Dwell Time * Gross Area per Vehicle * 1.3
Where area of vehicle:
PUB = 70 m2
PUJ/UV/Filcab = 36 m2
Garage of Public Transport Vehicle
Garage has a different function from that of a terminal. It is a facility where public transport vehicles are
parked when not in operation, usually at night, and where vehicle maintenance and repair works are
done. The required area of a garage depends on the fleet size of a given route. Assuming that there is
one garage at each route end, the required area is estimated as:
Fleet Size * Gross Area per Vehicle * 1.3

2
For garage operation, LTFRB has issued a Memorandum Circular (MC) 2017-027 with provisions for
garage location, ownership, space requirements for garage various activities, maintenance facilities,
labor force and other operational activities.
Public Transport Performance Indicators
An ideal public transport system should satisfy the basic objectives of safety, adequacy, reliability,
convenience/comfort, and economy. These objectives have to be quantified so that the actual
performance of a public transport system can be assessed. The following are the various parameters or
indicators that are used in measuring a public transport system’s performance.
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3.2.3.1 Frequency
Frequency is the number of vehicles dispatched per unit time. It indicates the level of adequacy and
reliability of a public transport service. It can also be measured by headway, which is the time interval
between dispatched vehicles.
If F = Frequency (Number of units per unit time)

and H = Headway (In unit time)
then H = 1/F
Example: If the frequency of public transport is 20 veh/hr, then the headway can be computed as follows:
H = 1 hr / 20 vehicles ×60 min/hr = 3 min
Travel speed – It refers to the average speed of a vehicle from its origin to its destination. It takes into
consideration the actual running time as well as time delays. Conversely, travel time (TT) may also be
used as an indicator of performance. Given the distance (L) and TT, average speed (ATS) is computed
as follows:
ATS = L/TT
3.2.3.2 Reliability
This indicates the level of availability of a transit service. One measurement of reliability is the percentage
of actual vehicle departures that are within the reasonable time deviation from scheduled departures.
Another measure of reliability is passenger waiting time, which is measured by getting the average
waiting time of passengers at a stop. Passenger waiting time is the duration from the time of arrival of a
passenger at a stop or station up to the time he/she actually rides a transit vehicle. Although there is no
standard level of waiting time, the rule of thumb is that the average waiting time should be one-half the
expected headway for a transit service that is reliable.4 However, this can increase for less reliable
services. Passenger waiting time can be estimated using passengers’ perception of a reasonable time
for waiting to get a ride.
3.2.3.3 Safety and Security
This refers to the level at which passengers who use transit services are vulnerable to the risk of being
physically harmed because of road crashes or crimes. Safety and security are related to the physical
and mechanical features of a vehicle and, more importantly, the manner by which a vehicle is being
operated. They are also related to the condition of the infrastructure facilities in which vehicles operate.
The level of safety of a transit service may be measured in terms of the number of accidents per vehicle-
km of operation.
3.2.3.4 Point Capacity
This gives the maximum number of passengers that a transit service can carry past a certain point along
the route per unit time. Point capacity depends on the passenger carrying capacity of a vehicle, which is
usually in terms of the number of passenger spaces or seats offered and the number of trips made within
a unit time duration.
Example: A 60-seater bus making two roundtrips in an hour in a given route has a point capacity of 120
pphpd. If there are ten 60-seater buses serving the route and making two roundtrips per hour, then the
total point capacity of the transit service in the corridor is 1,200 pphpd.
4 Hess, D. B., et. al. (2004). Waiting for the Bus. Journal of Public Transportation, Vol. 7, No. 4.
72
3.2.3.5 Distance Capacity
This gives the carrying capacity of a transit service in terms of the number of passenger-kilometers
offered. As a transit service is dynamic in nature, capacity is not limited to the number of spaces (or
seats) offered but to the said number of passenger spaces over a distance, thus the unit “passenger-
kilometers.” The relevance of distance capacity is indicated in the manner a passenger is charged for
his/her ride. The fee is generally in terms of peso per passenger-kilometer (i.e., the passenger has to
pay for the seat he/she occupies over a certain distance).
3.2.3.6 Passenger Expense
This gives the price level that a passenger has to pay for the public transport services that he/she availed
of in the form of fares. From an economic point of view, fares have to be reasonable in terms of
affordability5 for passengers and the financial acceptability of the operators who have to earn a decent
profit to maintain a level of service that is acceptable to passengers.
3.2.3.7 Utilization
This measures the degree at which the service is utilized. One way of measuring utilization is the ratio
of actual passenger occupancy to the distance capacity, which is known as the load factor. Another
measure of utilization is the ratio of actual vehicles operated per day to the total fleet of vehicles. A higher
ratio of utilization is good for both the operator and passengers.
3.2.3.8 Quality of Service
This refers to the degree with which passengers enjoy the services rendered to them. Quality of service
is measured in terms of comfort, convenience, aesthetics, cleanliness, attitude of crew, and ease of
using the system and other amenities. Its indicators may include the ratio of standees to seated
passengers or the number of complaints lodged against public transport crew.
3.2.3.9 Impact to the Environment
This refers to the effect of a public transport service to air quality, noise level, and traffic as well as its
long-term impact on land values and economic activities generated.
3.2.3.10 Intelligent Transport System
In the planning of a public transport route, the use of an intelligent transport system such as the
automated fare collection system (AFCS), CCTV, dashcam, and the Global Position System to track the
positions of public transport vehicles and provide pertinent information to passengers is highly
encouraged for efficient operations.
First and Last Mile Access
The nature of passenger transport services in the Philippines can be described as a door-to-door,
intermodal public transport service. In our country, it is common for a passenger to take at least two or
more transport modes to move from his/her origin (i.e., home) to his/her destination (i.e., work/office).
The first and last mile access, which completes the trip, usually involves some walking or is undertaken
using low-occupancy, smaller transport modes. These modes can either be motorized (e.g., e-trikes,
tricycles or motorcycles, and inland water transport) or non-motorized (e.g., pedicabs). Majority of the
distance traveled by these modes are quite short, ranging from 200 m to 3 km - a distance that can easily
be undertaken using more efficient transport modes such as walking and cycling.
5 Affordability pertains not to the actual price but to the cost relative to how much people have at their disposal to use.
73
Walking
Walking is the most basic, active, and inclusive form of transport. The first mile-last mile trip would consist
of a walk trip. In the Philippines, pedestrians account for about 40%–60% of modal shares in urban
centers. Moreover, walking plays a major role in the development of an integrated multimodal transport
system. Ensuring that the built environment supports seamless, safer, easier, and more convenient
walking (e.g., noting the importance of covered walkways) has significant potential to boost the modal
share of walking in a neighborhood, which in turn provides health, social, environmental, and economic
benefits to individuals, communities, and the government.
In addition, for walking to become viable, the following directives should be followed:
a) Ensure a continuous urban pedestrian network;

b) Provide a safe and secure walking environment;
c) Improve and develop pedestrian facilities; and
d) Enhance the environment within narrow streets by limiting car passage (i.e., pedestrianization).
Cycling
Cycling actively engages the cyclist or rider, hence, it is described as a human-powered, pedal-driven,
single-track NMT. Typically, its configuration consists of two wheels that are attached to a frame, one in
front and one in the back, traveling along one single line. People cycle for two major reasons: for leisure
and as part of their daily commute.
Given the relative absence of bicycle infrastructures and the danger of cycling on most of the roads in
the Philippines, evaluating the conditions for cycling according to directness, comfort, coherence, safety,
and attractiveness will be an important process.
Public bicycle-sharing scheme is a shared low-carbon point-to-point transport mobility that is available
to the public for short-term use (i.e., 30 min or less). It refers to a bank of bicycles that can be picked up
and dropped off at numerous points across an urban area by subscribing, hiring, and returning a bike
service. While this scheme has been implemented in several cities worldwide, its implementation in the
Philippines has been limited. The first fourth-generation pilot bicycle-sharing scheme is being developed
by the University of the Philippines, with the potential for scaling up and adoption by local governments.
Pedicabs
The pedicab or the cycle rickshaw, a variation of the bicycle, is a three-wheeled non-motorized vehicle
typically charged by foot and pedal power. Cycle rickshaws are capable of carrying one to three
individuals aside from the driver or freight loads of up to 250 kg without a passenger. Its cruising speed
can be up to 10 kph, but it generally has an average speed of 5.3 kph. As it serves a smaller
neighborhood catchment, its average trip length is the shortest amongst the three identiﬁed indigenous
transport mode at 2.3 km. Cycle rickshaws generally serve as feeder transport modes that complement
other modes with variable route and schedule. In addition, because of the smaller number of passengers
per trip, the waiting time of passengers is signiﬁcantly shortened. Pedicabs are usually part of
passengers’ first–last mile or in-between trips before they ride public transport types of commute. The
latter usually belongs to the urban poor who have no other option but to invest in a bicycle and turn it
into a pedicab in some cases as part of their livelihood or those residential areas that prefer a quieter
travel mode.
Tricycles
Tricycles serve as intrazonal trip providers. They usually provide transport from home to trunk lines in
which four-wheeled public transport services are available. Consequently, tricycle operations are
74
concentrated to subdivision/residential roads, barangay roads, and are restricted along national roads,
highways, and expressways.
There are several options in modernizing the operation of tricycles, which will reduce its adverse
environmental impacts. These include retrofitting current two-stroke engines to four-stroke engines,
using LPG carbureted four-stroke engines, and using electric tricycles.
E-trikes are fuel cell or battery-operated three-wheeled vehicles that shift toward cleaner transport
technology and have been implemented in several cities around the Philippines. The design and
development of next-generation electric auto rickshaws is considered as a potential improvement as well
as the development of solar-powered battery recharging stations at the city outskirts.6
Furthermore, according to the OFG, the LPTRP should also be the basis of the provision of tricycle
operations.
6
Lukic et al. (2007)
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LPTRP Approval Process
Approval Process
According to the Omnibus Franchising Guidelines (OFG), the approval process of the LPTRP involves
the following:
a) The LPTRPs and other documentary requirements shall be submitted to the LTFRB and the DOTr
for approval.
b) The documentary requirements shall be evaluated and approved by the LTFRB and the DOTr for
consistency and compliance with this Department order and further memorandum circulars.
c) Once the LPTRP is approved, the LTFRB shall conduct an open and transparent process to select
the public transport operators who will deliver the required services.
d) If the LGU is not ready to take on the responsibility for public transport route planning in its domain
or if an approved LPTRP for the city/municipality is not yet available, the DOTr may determine the
routes and services for which franchises shall be issued by the LTFRB.
e) The LTFRB shall develop an online database of public transport franchises by region, route, and
type of service.
Table 4.1: Approval process of the LPTRP

Steps Agency Concerned
Step 1: Draft the LPTRP. LGU
Step 2: Submit the LPTRP to the LTFRB. LGU
Step 3: Review the compliance of the LPTRP with the OFG. LTFRB
Step 4: Issue an NOC or an NONC depending on the results of the
LTFRB
review.
Step 5:
• If an NOC is issued, pass an ordinance adopting the LPTRP and
LGU
endorse the same to the LTFRB.
• If an NONC is issued, revise the LPTRP.
Step 6: Conduct a transparent operator selection and issuance of
LTFRB
franchise(s).
Penal Provisions
According to Section 6 of DILG Memorandum Circular 2018-60 on the subject “Guidelines for the
Preparation of the Public Transport Route Plan (LPTRP) by the Local Governments (LGUs), Basis for
the Land Transportation Franchising Regulatory Board (LTFRB) Issuance of Franchises to Public Utility
Vehicles”, “Non-compliance with this Memorandum Circular is tantamount to dereliction of duty
and shall be dealt with in accordance with applicable Civil Service Rules and Regulations and
other pertinent laws and regulations”.
76
References
Level of Service (LOS) Characteristics by Transport and Traffic Planners (TTPI) Inc.
Modified Framework for Sustainable Transport by F. A. A. Uy (2017).
Integrated Digital Controller for DC-DC Switch Mode Power Supplies (SMPS), Lukic et al. (2007).
Omnibus Franchising Guidelines, Department of Transportation.
77
ANNEX A:
78
Local Public Transport Route Plan Manual Annex A
ANNEX A
A.1 Introduction
In undertaking public transport route planning, the major inputs to be considered are:
a. CLUP and Zoning Ordinance – The CLUP embodies the specific directions that guide and regulate
the growth and/or development within LGUs. The Zoning Ordinance, on the other hand, is the legal
instrument used to enforce compliance with the CLUP. As land use type and intensity is directly
correlated with the nature of the travel demand, and the interaction between areas with specific land
uses gives rise to passenger and goods movements, it is important that the connectivity between such
land use areas and the magnitude of the demand arising therefrom are considered in the planning of
public transport routes. In addition, the generation of the CLUP also entails the conduct of sectoral
studies that can give insight on how the LGU will operate in the immediate future and the planning
horizon (long term). As such, the CLUP may provide guidance on the extent of the coverage and
magnitude of the immediate, medium-term, and long-term service requirements that the public
transport routes may provide.
b. CDP – Each LGU is mandated to prepare a comprehensive multi-sectoral development plan that is to
be initiated by its local development council and approved by its Sanggunian. This plan contains the
medium- and short-term action plans for implementing projects and other programs that are designed
to realize the objectives of the CLUP. The CDP includes an “Infrastructure and Physical Development
Plan” that encompasses an infrastructure-building program designed to support the adopted spatial
strategy of LGUs. As such, the planning of public transport routes should take into account the
availability of suitable roadways that can accommodate the planned routes.
c. Traffic and Transport Code – While some LGUs have a stand-alone transport and traffic code,
almost all LGUs have at least a number of separate ordinances that affect the traffic management
within them. Inasmuch as traffic ordinances may stipulate allowable directions of traffic flow, rules on
stopping, and the like, these issuances need to be considered in the preparation of the LPTRP. It is
also possible that some stipulations of these ordinances may run counter to the intended
improvements to the routing system, and thus, some modifications to the ordinances may require a
legislative action at the LGU level.
d. Traffic and Transport Plans – Some LGUs have taken the initiative to elaborate on their transport
system development plans in a form that integrates the infrastructure and planning of public transport
services that respond to immediate-, medium-, and long-term requirements. These plans will be
supported by studies that indicate the required extent of the coverage and scale of services to be
provided by public transport routes.
e. Other Plans – LGUs may have other plans (e.g., tourism plans, private sector’s township development
plan, disaster risk reduction management plan, the Forest Land Use Plan, the Coastal Management
Plan, etc.) that will directly affect the development of the public transport route system. The LPTRP
should consider these plans as well.
Furthermore, an efficient and responsive public transport system should be anchored on the needs of
commuters. Thus, it is highly important for the public to be involved in the identification of public transport
issues that must be addressed. Involving the public can be done through Key Informant Interviews (KIIs)
and Focus Group Discussions (FGDs) with various sectors of the community, with an emphasis on
vulnerable stakeholders such as the elderly and Differently Abled Persons (DAPs).
The determination of a public transport needs at the local level and the corresponding public transport
routes to serve the need is a technical process that requires the collection, analysis and interpretation of
Annex A-1
relevant primary and secondary data. The overall public transport planning process is shown in Chapter
3 of this manual. This chapter describes the details of each stage of the planning process.
A.2 Public Transport Route Planning Methodology
As shown in Figure 1.5, Chapter 1, of this manual, the basic stages in the public transport (PT) route
planning process are as follows:
• Delineation of Study Area

• Statement of Current PT Problems
• Setting up of Objectives
• Analysis of Existing PT System Condition
• PT Transport Demand Analysis and Forecasting
• Determination of PT Routes
• Comparison of Number of Authorized Units with Required Number of Units
• Packaging of the Intra-LGU Routes Plan (LPTRP)
Each of the above stages are explained in the following sub-sections.
A.2.1 Delineation of the Study Area
A study area is a distinct geographical space where a public transport planning study is going to be
undertaken. For purposes of the local transport route planning activity, the study area refers to the local
government unit (LGU) where the planning work shall be addressed to. It covers the geographical as well
as the administrative jurisdiction of the concerned LGU, i.e. province, city, municipality.
The subject of the study is the public transport system within the concerned LGU. In general terms, public
transport is defined as the fleet of carriers (or vehicles) that are utilized for moving people and goods with
the payment of a certain fee for the service provided. For the local public transport planning study, this
fleet of carriers utilizes the local road network for the said services. There are two types of local public
transport carriers namely, fixed path carriers or transit services and non-fixed path carriers. Fixed path
carriers operate along a series of road links connecting two end points. This series of road links is called
a public transport route. The common modes of public transport carriers in this category are buses,
minibuses, jeepneys, UV express, etc. Non-fixed path carriers operate along various roads in the network
basically chosen by the drivers to conform to the destination of the passengers. Under this category are
taxis, tricycles, etc.
Based on the above descriptions, the local public transport route planning study is aimed at identifying a
network of public transport routes with the corresponding modes of carriers to serve the public transport
demand along the routes. In most of the Philippine LGUs, these routes are bus, minibus, UV and jeepney
routes to be operating within the geographical and administrative jurisdiction of the concerned LGUs.
This stage of the study sets the geographical coverage of the public transport routes to be planned. In
preparation for the subsequent stages of the study, the following components shall be established.
a. Subdivide the Study Area into Sub areas
Public transport routes cover several sub-areas within the study area. In order to describe the
coverage of the routes, the involved sub-areas shall be determined. For an easier way of determining
sub-areas in a study area, the administrative sub-areas shall be used. This is illustrated below.
Annex A-2
Example 1
Study Area: Province
Sub-Areas: City/Municipalities
within the
Province of Siquijor
Figure A.1: Example of Subdividing a Province As Study Area
Example 2
Study Area: Municipality (a)
Sub-Areas: Barangays within municipality
Figure A.2: Example of Subdividing a Municipality as Study Area
Annex A-3
b. Identify Road Network Connecting of the Sub-areas
This makes use of the road map within the LGU. The road map describes the road connections among
municipalities in a province or among barangays in a municipality.
Example 3
Study Area: Province
Sub-Areas: Municipalities/Cities
C
Legend:
Road Link
A
Municipality A
B
Municipality B
Center Center
B
A
H
G
D
H
intersection
F
Figure A.3: Example of Establishing the Road Network in the Study Area
The road network shall be shown as an interconnection of road links. For a provincial road network, these
road links are those connecting municipalities. The connecting points are basically the respective town
centers. Another type of connecting point is a road intersection shown in the above sketch as intersections
Municipality (f) and Municipality (e).
The same theory can be applied to a municipality as study area and barangay as sub-areas.
A.2.2 Statement of Current Public Transport (PT) Problems
A problem is a gap between a desired state and the actual state. In the public transport sector, there are
two main stakeholders. These are the general public represented by passengers or commuters and the
service providers represented by public transport operators and drivers. For a balance in the interests of
these stakeholders, government intervenes by way of public transport regulation, i.e. franchising and fare
setting.
From the passenger’s point of view, common PT problems are:
• Lack of PT services characterized by long waiting times

• Uncomfortable services characterized by overcrowding in PT vehicles and lack of space
• Unreasonable fares
Annex A-4
• Safety risks brought about by vehicles in bad condition and driver’s disregard of proper vehicle
operation
• Unserved areas
For the service providers, among the problems are:
• Destructive competition brought about by illegally operating vehicles in their service routes, i.e.
colorum vehicles
• Less service frequencies, i.e. number of round trips, due to low vehicle speed as a result of traffic
congestion
Based on the above observations, it can be surmised that improving the public transport system through
a rational route identification process coupled with better PT vehicles to provide comfort to passengers
and a traffic management improvement scheme with proper enforcement PT rules and regulations, will
have a good chance to address the problems.
A.2.3 Setting Up of Objectives
The objectives of a PT planning study must state why the study should be done. Based on the stated
problems in the previous stage, needs and deficiencies of the current PT system can be identified. These
needs and deficiencies can be addressed to by setting objectives which generally specify the desired
qualities of the PT system that should be achieved at a given point in time.
In general terms, the desired qualities of the PT system in a given area should contribute to the system’s
efficiency for the satisfaction of the passengers and for reasonable profit to the service providers. These
qualities are described as follows:
a) Comfort to Passengers
This refers to the absence of physical and mental strain of PT passengers particularly when they are
on board the PT vehicle. For comfort, there should be sufficient passenger space inside the vehicle.
It is for this reason that a PT vehicle should be able to provide the most comfortable accommodation
in terms of seating spaces, otherwise known as seating capacity.
b) Convenience to Passengers
This refers to the ease in the use of PT services in terms of easy to reach loading and unloading areas,
route coverage to serve passengers in various areas, amount of time spent in having access to loading
and unloading areas, least number of intermodal transfers.
Convenience to passengers is synonymous to accessibility which is a major desired quality of the
transport system.
c) Adequacy of PT Supply
This requires a reasonable balance between PT passenger demand and PT supply. The level of
supply can be measured in terms of number of units and service frequency, expressed as number of
round trips. Reasonable frequency is advantageous to passengers by way of providing reasonable
waiting time and to operators by way of reducing vehicle operating cost.
Furthermore, adequacy of a PT service should provide a balance between the availability of space for
passengers to be accommodated in a vehicle and the level of patronage of the service. This is
expressed in terms of average daily load factor of the vehicles which should not be too high to cause
inconvenience to passengers and should not be too low to cause less patronage of the service to the
disadvantage to the service providers.
Annex A-5
d) Reliable Service to Passengers
Reliability of a PT service is expressed in terms of the total travel time spent by a passenger for a
given trip. Total travel time consists of passenger waiting time and total time for a given trip. A reliable
PT service should be able to provide the least possible travel time for passenger trips.
Waiting time depends on service frequency and trip time depends on reasonable travel speed which
in turn depends on the traffic condition along the PT route. PT services fail when roads are congested
thus, efficient traffic management should be part of a reliable PT service.
e) Economically and Financially Viable
In general terms, an economical PT system should produce economic benefits to society by way of
providing a service that will cause savings in passenger travel time and savings in vehicle operating
cost for service providers. For passengers, the PT system should be able to charge reasonable fares.
Reasonable fares are those which are affordable to passengers and at the same time will earn
reasonable profit to service providers. Reasonable profit depends on revenues earned from fare
collection and savings in operating cost.
Rationalizing the PT route system will provide a better economic impact to passengers due to demand
responsive route system thus contributing to travel time savings as well as to service operators through
the reduction of wastes in vehicle operating costs.
f) Environment Friendly PT System
Rationalizing the PT route network and fielding of clean-air submissive PT vehicles will reduce air
pollutants to acceptable levels, thus promoting an environment friendly PT system.
g) Safety of PT Services
Another major desired quality of PT service is the safety of passengers. With the improved PT system,
particularly on the modernized vehicles to be fielded, safety is the prime consideration. However,
safety should be sustained during service operation by way of proper vehicle maintenance, ensuring
drivers’ competence by way of proper training and safety consciousness, maintaining roads in good
conditions proper maintenance of traffic management facilities and sustaining road users’ and PT
passengers’ traffic safety education programs.
Based on the above desired characteristics of the public transport system, some examples of public
transport route planning objectives are as follows:
• Passenger demand-based public transport network to satisfy travel needs of people;

• Sufficient passenger spaces in public transport vehicles for passenger conmfort;
• Adequate level of supply to serve the demand in terms of number of carrier units and reasonable
frequency;
• Appropriate locations of loading/unloading/unloading facilities to provide easy access and
intermodal transfer of passengers;
• Reasonable waiting time of passengers at loading/unloading points;
• Reasonable travel speed along public transport links to minimize delay in travel time;
• Acceptable air pollution level for a better environment;
• Minimum accident rates to ensure safety to passengers and other road users.
A.2.4 Analysis of Existing Public Transport Conditions

In transport planning, a very important stage is the detailed analysis of the current condition of the system
under study. For the PT sector, this consists of gathering vital numerical data to clearly understand the
current PT performance. In this stage, the following steps shall be undertaken:
Annex A-6
a. Gathering of relevant data

b. Processing of data
c. Interpretation of processed data
A.2.4.1 Gathering of Relevant Data
This involves gathering of basic PT operational characteristics data both from secondary and primary
sources. Table A.1 summarizes the basic data to be gathered for purposes of determining the current
public transport conditions in the LGU.
Table A.1: Summary of Basic Data to be Gathered to Determine Existing PT Conditions

Data Category Data to be Gathered Data Source
1. Current PT Services in the
Study Area
1.1 Intra-LGU 1. PT services with fixed routes
a. List of routes with a. LTFRB records for
corresponding alignment jeepneys/multicabs, UV express,
description per route by mode minibuses, buses, etc.
b. Number of authorized units b. LTFRB records
(NAU) per route by mode
c. Number of units in operation c. PT license plate survey for all
(NUO) per route by mode routes currently operating
d. Current PT operating d. PT license plate survey (see (c)
characteristics per route by above)
mode (i.e., number of
roundtrips (NRT) per day,
average seating capacity
(ASC)
e. PT routes map e. Ocular survey of routes; route
alignment to be plotted on the
road map (Refer to Figure 4.3)
f. Other operating f. Boarding and alighting survey for
characteristics per route, by all routes currently operating
mode such as route length
(RL), travel time (TRT),
terminal waiting time (TWT),
average load factor (ALF),
average passenger load per
route section (APL), etc.
g. PT financial and operating g. PT drivers’ interview
characteristics such as gross
revenue per unit per day,
expenses per day, net income
per day, NRT, NUO
2. PT services with NO fixed routes
a. Tricycles and areas of a. LGU franchising records
operation with corresponding
NAU
b. Tricycles and areas of b. Tricycle drivers’ associations
operation with corresponding
NUO
c. Tricycles operating c. Tricycle operations survey
characteristics
Note: Applicable to cities and
municipalities only
3. Other PT services e.g., habal-
habal, pedicab
a. Areas of operation a. LGU database
b. NUO b. LGU database; associations, etc.
c. Operating characteristics c. Other modes’ operation survey
1.2 Inter-LGU 1. PT services with fixed routes
Annex A-7
Data Category Data to be Gathered Data Source

(PT routes linking LGU with other a. List of routes with a. LTFRB records for
LGUs) corresponding alignment jeepneys/multicabs, UV express,
description per route by mode minibuses, buses, etc.
b. Number of authorized units b. LTFRB records
(NAU)
2. Other PT services
a. Areas of operation with a. LGU records, e.g., tricycles
corresponding NAU, by mode
b. Areas of operation with b. Other modes’ operation survey
corresponding NUO by mode
e.g., habal-habal
2. Traffic Analysis of Critical Road
Sections within the LGU
2.1 Identification of Critical Road a. Identify critical road sections a. Ocular inspection of roads in the
Sections which are main PT corridors; LGU
b. For each critical road section, b. Classified traffic volume count
determine current traffic survey
volume during peak hours
c. For each critical road section, c. Road inventory survey
determine road capacity
3. PT Terminal Characteristics
3.1 Identification of Current PT a. Terminal locations and a. PT terminal survey
Terminals in the LGU corresponding terminal
characteristics;
Based on Table A.1, the following data-gathering activities shall be undertaken.

a. Intra-LGU PT Services
The common PT modes are jeepneys/multicabs, UV service, minibuses and buses:
a. For each PT mode by route secure a list of authorized routes with corresponding alignments
(route descriptions) and the number of authorized units (NAU), from LTFRB.
b. For each PT mode by route, determine the actual route alignment (route description) by ocular
inspection and/or interviews with PT drivers.
c. For each PT mode by route, determine the actual number of units in operation (NOU) by
conducting a license plate survey. Refer to Annex A for a description of the procedure in
conducting a License Plate Survey.
d. Produce a PT routes map by plotting the actual route alignments for all PT routes by mode on
the base road map (refer to Figure A.3). See example in Figure A.4.
e. For each PT mode by mode, gather additional PT operating characteristics by conducting a
boarding and alighting survey. Refer to Annex B for a description of the procedure in
conducting a Boarding and Alighting Survey.
f. Additional information on PT operations may be collected to describe further the operational
and financial characteristics of current PT services. These can be gathered through a PUV
Drivers’ Interview Survey. Refer to Annex A for a description of the procedure in conducting a
PUV Drivers’ Interview Survey.
Annex A-8
Legend:
PT Routes
1. a-b-c-d-e-f-g C
Road Link
PT Route
A
G
H
F
D
H
intersection
E
G
Figure A.4: Sample PT Routes Map
2. With No Fixed Routes
This refer to such modes as tricycles, motorcycles used as PT vehicles (habal-habal), etc.,
a. For tricycles, secure data from the TRU of the LGU on the total number of authorized units
(NAU) and their corresponding areas of operation.
b. For tricycles, determine the basic tricycle service operating characteristics by conducting a
Tricycle Operations Survey. Refer to Annex A for a description of the Tricycle Operations
survey.
c. For other modes of PT services, such as habal-habals, secure data from the LGU or from the
drivers’ groups on the number of habal-habals operating daily by area of operation. Also
conduct a Habal-habal Operations survey, using the same form as the Tricycle Operations
Survey to determine current operating characteristics.
Note that habal-habals are not authorized as PT vehicles. However, data on their current
operations can be used as planning inputs to determine possible jeepney routes.
b. Inter-LGU PT Services
These are routes linking the LGU with other LGUs, i.e. cities and municipalities if the LGU is a city
or municipality and other provinces if the LGU is a province. The common PT modes are
jeepneys/multi-cabs, UV services, minibuses, buses and to some extent, tricycles if any.
a. For each PT mode by route, secure a list of authorized routes with corresponding alignments
(route description) and the number of authorized units (NAU) from LTFRB.
Annex A-9
c. Traffic Analysis of Critical Road Sections
To ensure that the PT route plan will not cause traffic congestion along the road network in the LGU, an
analysis of the current traffic condition of the road links in the network shall be done. For this purpose,
road sections to be analyzed shall be selected based on the PT routes using the roads. The selected
road section(s) shall be termed critical road section(s), i.e. road section(s) which are mostly used by PT
vehicles or what would be called main PT corridor(s).
1. For each selected critical road section, determine the peak-hour traffic volumes (morning peak and
afternoon peak) by conducting a classified traffic volume count survey. This involves counting of
vehicles passing through the road section by hour, on a given weekday. Refer to Annex B for a
description of the procedure in conducting a classified traffic volume count survey.
2. For each selected critical road section, determine the physical characteristics which are needed
in determining road section capacity. Refer to Annex B for a description of the procedure in
conducting a road inventory survey.
d. PT Terminals Characteristics
This involves gathering of information on the existing PT terminals in the LGU. The basic information to
be gathered are: (a) terminal locations and (b) terminal characteristics.
1. Conduct an ocular survey on the locations of all PT terminals in the LGU.
2. Conduct a PT terminal survey for each terminal. Refer to Annex B for a description of the
procedure in conducting a PT Terminal Survey
A.2.4.2 Processing of Data
a. Intra-LGU PT Services

a. The License Plate Survey (LPS) will generate the following basic information per route and
by type of mode:
• NUO – number of units operating per day
• NRT – average number of round trips per unit per day
• AOV – average one-way volume per day
Shown in Annex C is a sample of an LPS survey data and the corresponding data
processing procedure.
b. Summarize the data obtained from LTFRB on the list of authorized routes and
corresponding number of authorized units (NAU).
c. Prepare a table summarizing the current intra-LGU PT route using the following format:
Table A.2: Table of Current Intra-LGU PT Routes

Route Name/ NAU (from NUO (from AOV (veh/day) NRT
Description LTFRB) LPS)
1.
2.
3.
4.
d. Prepare a map showing the PT routes along the various links in the network. Refer to
Figure A.4.
e. The Boarding and Alighting Survey (BAS) will generate additional operating characteristics
of the PT routes, such as:
TRT – average travel time, both directions
TWT – average terminal waiting time per route end
ATS – average travel speed
Annex A-10
TAT – average turn-around time per round trip

APL – average passenger load per route section
ASC – average seating capacity
ALF – average daily load factor
The above operating characteristics shall be determined per route by mode type. Shown
in Annex B is a sample of a BAS survey data and data processing.
2. With No Fixed Routes
a. Summarize data from TRU on the number of authorized units (NAU) of tricycles by area of
operation.
b. Gather data on the average number of units (NUO) actually operating, for tricycles, from
tricycle groups in the LGU or other sources.
c. If habal-habals are operating, gather data on the average number of habal-habal vehicles
operating per day and the corresponding areas of operations.
d. Do the same thing for other modes, if any.
e. Summarize data gathered from the Tricycle Operations Survey to describe current
operating characteristics, such as:
• Average number of trips per tricycle per day
• Average passenger load per tricycle per trip
Tabulate tricycle operations data in terms of origin-destination patterns and corresponding
passengers’ volume per OD pair per day. This will be used for route planning purposes,
particularly in recommending possible jeepney/multi-cab routes if deemed necessary. Do
the same thing for habal-habal operations if applicable. Again, habal-habal operations data
can be used for route planning purposes, as mentioned above.
b. Inter-LGU PT Services
1. Summarize data from LTFRB on the PT routes by mode linking the LGU with other
cities/municipalities or provinces, using the following format:
Table A.3: Existing Inter-LGU PT Services
Mode Type: Bus Minibus Jeepney/Multi-cab

UV Services Others___________________
(Specify)
Route Name/Description No. of Authorized Units

(NAU)
1.
2.
3.
4.
5.
Note: Prepare above table for each mode of public transport
c. Traffic Analysis of Critical Road Sections
1. For each critical road section in the LGU, summarize the following data:
Table A.4: Peak Hour Traffic Volume (AM Peak) Road Section Name: _____________
Vehicle Type No. of Vehicles PCU factor PCU/hr
1. Private Cars
2. Motorcycles
3. Tricycles
Annex A-11

4. Jeepneys
5. UV/GT vans
6. Minibus/Buses
7. Light Trucks/Delivery
Vans
8. Heavy Trucks
9. Others
Prepare another table for PM peak hour (Table A.5)
Table A.5: Peak Hour Traffic Volume (PM Peak) Road Section Name: _____________
1. Private Cars
2. Motorcycles
3. Tricycles
4. Jeepneys
5. UV/GT vans
6. Minibus/Buses
7. Light Trucks/Delivery
Vans
8. Heavy Trucks
9. Others
Table A.6: Road Inventory Summary

Name of Road Section Direction 1 Direction 2
1. No. of Pavement Ave. No. of Pavement Ave.
Lanes Type Lane Lanes Type Lane
Width Width
(m) (m)
2.
3.
etc.
Note: Above table shall be for critical road sections only, not all road sections.
d. PT Terminal Characteristics
1. For each PT terminal in the LGU, summarize the basic characteristics as follows:
Table A.7: Terminal Characteristics Summary

Terminal Name and Terminal Type (Off PT Modes Users No. of Parking
Location Street on On-street) Slots
1. Bus/Minibus
UV/GT
Jeepneys
Tricycles
Pedicabs
Others
2. Bus/Minibus
UV/GT
Jeepneys
Tricycles
Pedicabs
Others
Annex A-12
Terminal Name and Terminal Type (Off PT Modes Users No. of Parking
Location Street on On-street) Slots
3. Bus/Minibus
. UV/GT
. Jeepneys
. Tricycles
. Pedicabs
etc. Others
e. PT Drivers’ Interview Results
This survey aims to generate information on basic PT operational and financial characteristics of intra-
LGU PT services.
The data will serve as counter checks to operational data gathered from the LPS and/or BAS. This will
describe a general profile of PT operations, from the drivers’ point of view. The basic information shall be
summarized using the following format:
Table A.8: Driver’s Interview Summary

Route Name PT Route Ave. Ave. No. of Ave. Ave. Fuel Ave. Expenses per Veh/Day (P)
Mode Length Seating Operating No. of Gross Used Boundary Fuel/ Oil/Day Terminal Dispatched/ Others Ave. Net
(km) Capacity Days/ Operating revenue /day Day Fee/ Day / Day Income/
Hours/
Week per veh Day veh per
Day
day (P)
1.
2.
3.
4.
5.
A.2.4.3 Interpretation of Data
Based on the processed data, interpretation is made in order to describe the current PT services
conditions
f. Intra-LGU PT Services
For intra-LGU PT routes, the basic operating characteristics to be analyzed are:

a. NAU vs NUO
b. ATS
c. NRT
d. ALF
a. NAU vs NUO
For each PT route by mode, compare NAU with NUO. The comparison will give an
indication of the supply discrepancy of routes which needs to be corrected. For obvious
reasons, if NUO > NAU, there are colorum units in the route which indicates additional
demand. On the other hand, if NUO < NAU, the route demand is low than the franchised
supply.
b. ATS
The level of service of a route is also dictated by the frequency of service usually expressed
in number of round trips within a given duration. One factor affecting the number of round
trips is average travel speed (ATS). For PT services, an acceptable ATS ranges from 20 to
Annex A-13
30kph within smaller study areas. For long distance inter-provincial routes however ATS is
much greater.
In analyzing the data, one indicator that a PT route is not sufficient to serve the demand is
an ATS of less than 15kph. An ATS of 15kph to 20 kph may be tolerable.
c. NRT
NRT per day depends on the following factors:
• Number of Operating Hours/Day (NOH)

As shown in the data processing examples in Annex C, TAT is composed of two-way TRT
and TWT of two route ends. As an example, a PT route (see Annex B) has the following
characteristics:

TWT1 = 30 min (one route end)
TWT2 = 45 min (other route end)
Thus, TAT = 34+26+30+45 = 135 min.

or TAT = 135 = 2.25 hrs.
60
If NOH = 15 hrs (say 6am to 9pm)
NRT = 15/2.25
NRT = 6.7
Suppose the LPS for the same route has given the following data:
NUO = 25 units
NRT = 6
Since LPS is conducted for one whole day involving 100% counting of PT vehicles, as
compared to BAS, which is done on a sampling basis, an NRT of 6 would be presumed as
the more likely NRT of the route. For NUO = 25 and NRT = 6, the average one –way
service frequency of the service (F) is:
F = NU * NRT
= 25*6
= 150 veh/day
One day of operation is 15 hrs, per survey.
Average hourly frequency of service therefore is:
F = 150 veh = 10 veh/hr

15 hrs
This is equivalent to a headway (H) of: H = 1____ x hr x 60 min = 6mins

15 veh hr
Generally, average passenger waiting time is ½ of headway H, or 3mins for this example.
Annex A-14
An average passenger waiting time of 3min indicates an acceptable performance of the

PT service. Following this example, analyzing existing PT routes in terms of actual NRT
and corresponding headway and passenger waiting time is one level of service indicator.
d. ALF
The average daily load factor (ALF) is another important performance indicator of a PT
route. From the service provider’s point of view, the ALF is an indicator of the profitability
of the service. From the passenger’s point of view the ALF is an indicator of the
convenience and reliability of the PT service in terms of having a readily available space in
the PT vehicle at the least possible waiting time.
The procedure in determining the ALF of a PT route is shown in Annex B, using operating
characteristics data derived from the LPS and the BAS. Based on PT industry standards,
an ALF of 0.70 to 0.85 is sufficient to satisfy the requirements and interests of both the
passengers and the service providers. An ALF of more than 0.85 is highly favorable to the
service operators but not to the passengers. On the other hand, an ALF of less than 0.70
is favorable to passengers but not to the service operators.
g. Inter-LGU PT Services
For the concerned LGU, a list of inter-LGU PT routes linking said LGU with other cities/municipalities or
provinces with corresponding data on NAU will be sufficient to describe current PT services. Operating
details of these routes shall be the concern of a larger study area. This means that if the concerned LGU
is a municipality or city, inter-LGU PT services will be the concern of the province. It the LGU is a province,
the operating details of the inter-LGU PT services will be the concern of inter-provincial PT studies.
h. Traffic Analysis of Critical Road Sections
Following the example shown in Annex C on traffic analysis, the data for the illustrated road sections AB
and BA are as follows:
AM Peak Hour Volume Capacity Volume Capacity

Road Section
(pcu/hr) (pcu/hr) Ratio (VCR) 1/
A 1,788 1,800 0.99
B 1,517 1,800 0.84
1/ VCR = Volume in pcu/hr

Capacity in pcu/hr
Describing the traffic condition of a given road section makes use of this VCR value. The description is
in terms of the Level of Service (LOS) of a road section. The LOS characteristics are shown in Table A.9
below.
Table A.9: Level of Service (LOS)

Level of
Characteristics VCR
Service
A Condition of free flow with high speeds and low traffic volume. Drivers 0.00-0.19
can choose desired speeds without delays.
B In the zone of stable flow. Drivers have reasonable freedom to select 0.20-0.44
their speed.
C In the zone of stable flow. Drivers are restricted in selecting their speed. 0.45-0.69
D Approaches unstable flow with nearly all drivers restricted. Service 0.70-0.84
volume corresponds to tolerable capacity.
Annex A-15
Level of
Characteristics VCR
Service
E Traffic volumes near or at capacity. Flow is unstable with momentary 0.85-1.00
stoppage.
F Forced or congested flow at low speeds. Greater than 1.00
Long queues and delays.
Note: LOS description in RED indicate a congested condition of a given road section. Planner should take note and revise
the plan to achieve a congestion-free road section, i.e., with LOS A to D.
A.2.5 Public Transport Demand Analysis and Forecasting
Public transport demand is a very important input in PT route planning. It has to be quantified and
described as to the passenger volume coming from a place (origin) and going to another place
(destination), the path taken from origin to destination and the resulting passenger volume along each
road link of the said path. This procedure is generally done through a four-step approach.
A.2.5.1 Quantifying Current Public Transport Demand Based on Origin-Destination (OD) Survey
Standard transport demand analysis and forecasting makes use of the four-step approach, i.e., trip
generation/attraction, trip distribution, modal split and trip assignment. To quantify current transport
demand, an origin-destination (OD) survey is undertaken. The main output of an OD survey is an OD
table which is shown as a matrix of OD pairs and corresponding passenger demand volumes. Two (2)
types of passenger OD surveys can be undertaken for purposes of local public transport planning, i.e.,
home interview survey (HIS) and on-board public transport passenger OD survey.
For a small LGU study area with few sub-areas, an OD table is relatively easy to handle in terms of
quantifying not only trip distribution but also modal split and trip assignment. Data from either an HIS or
on-board survey can be processed to produce an OD table. See Annex A for Sample OD survey forms
for both types of surveys. To illustrate, suppose the network is a corridor with four (4) sub-zones as shown
below:
A B C D
The OD matrix can be shown as follows:
Passenger OD Table (pax/day)

To
A B C D Total
From
A - 4,570 1,400 290 6,260
B 4,300 - 1,860 430 6,590
C 1,140 1,580 - 500 3,220
D 420 570 640 - 1,630
Total 5,860 6,720 3,900 1,220 17,700
The above data are described as follows:
 Sum of passenger volume coming from a sub-area is trip generation. The volume in pax/day are:
A : 6,260
B : 6,590
C : 3,220
D : 1,630
 Sum of passenger volume going to a sub-area is trip attraction. The volume in pax/day are:
Annex A-16
A : 5,860
B : 6,720
C : 3,900
D : 1,220
 The passenger volume coming from a sub-area going to another sub-area is trip distribution. To
illustrate OD pairs:
From A to B : 4,570
A to C : 1,400
A to D : 290
and so on….
For the four (4) sub-areas, there are 12 OD pairs as shown in the above table and the corresponding
passenger volume for each OD pair is called trip distribution.
Modal split is the relative share of the transport modes used. Generally, modal split is expressed as
the relative shares between public transport modes and private modes. The modal split can be
determined based on the results of an OD survey. Suppose in our example the modal split is 70%
public and 30% private modes, an OD matrix for public transport can be derived by estimating 70% of
each OD pair volume. The result is as follows:
Public Transport Passenger OD Table (70% Share, pax/day)

To
A B C D
From
A - 3,200 980 200
B 3,010 - 1,300 300
C 800 1,100 - 350
D 290 400 450 -
The above table is done if an HIS is undertaken. The result of an on-board public transport passenger
OD survey shall directly quantify the existing public transport demand in an OD format.
The above public transport demand data quantify the current public transport (PT) passenger demand.
These will be the data to be used in PT route planning.
For PT route analysis and planning, the PT passenger demand shall further be converted into the PT
passenger volume per link in the network. This is done through the PT trip passenger volume to each
link used in the path from an origin to destination. Trip assignment is simple if the network is a corridor
because OD paths re straight forward, that is there are no alternative paths between each OD pair.
Trip assignment is shown below:
Trip assignment process for the network:

3km 5km 2km
A B C D
Trip Assignment
A B 3,200 AB 3,200
A C 980 AB, BC 980 980
A D 200 AB, BC, CD 200 200 200
B A 3,010 BA 3,010
B C 1,300 BC 1,300
B D 300 BC, CD 300 300
C A 800 CB, BA 800 800
Annex A-17

C B 1,100 CB 1,100
C D 350 CD 350
D A 290 DC, CB, BA 290 290 290
D B 400 DC, CB 400 400
D C 450 DC 450
PT Pax Vol/Link (pax/day) 4,380 4,100 2,780 2,570 850 1,140
The final PT passenger volume per link as computed above can be shown as a PT passenger profile,
as follows:
PT passenger volume per link (pax/day):

4,100 2,590 1,140
A 4,380 B 2,780 C 850 D
Convert to average one-way volume (pax/day):

4,240 2,685 995
A B C D
Convert to annual average daily one-way volume per link (pax/day). Consult seasonality factor (SF)
from DPWH (based on the survey month). Say SF=1.10
PT passenger average one-way volume per link, annual average (pax/day):

4,664 2,954 1,094
A B C D
PT passenger load profile (annual average one-way volume, pax/day):
4,664
2,954 1,094
A B C D
The above data show the current PT passenger volume for the network in the study area. This shall
be used in the PT route planning.
A second example is for a study area where the network has branches as show below:
B
7km
3km
D
A
6km
2km PT Route
Road Link
C
Based on the OD survey, the PT passenger demand has the following OD pattern:
Annex A-18
Public Transport Passenger OD Table (pax/day)

To
A B C D
From
A - 3,200 3,860 250
B 3,080 - 1,780 370
C 3,920 1,800 - 400
D 300 360 390 -
In the trip assignment process, there are OD pairs with alternative paths, as shown below:
From To Alternative Path

Alternative 1 Alternative 2
A B AB -
A C AC -
A D AB, BD AC, CD
B A BA -
B C BA, AC BD, DC
B D BD -
C A CA -
C B CA, AB CD, DB
C D CD -
D A DB, BA DC, CA
D B DB -
D C DC -
The relative shares of the alternative paths are estimated, based on the following theory:
From one point to another point:

Ratio (R) of d1 to d2 = d1/d2
If R < 1.0, share of Path 2 = 0.5R
i.e., S2 = 0.5R
S1 = 1.0 - S2
If R > 1.0, share of Path 2 or S2
S2 = 1.0 - 0.5/R
S1 = 1.0 - S2
For example:
From A to D:
R = 10 = 1.25
8
S2 = 1.0 – 0.5/1.25
= 1.0 - 0.4
S2 = 0.6 (AC, CD)
S1 = 0.4 (AB, BD)
or From A to D:
R = 8 = 0.8
10
S2 = 0.5 x 0.8
S2 = 0.4 (AB, BD)
S1 = 0.6 (AC, CD)
Annex A-19
Using the same procedure, the relative shares of alternative paths for D to A, B to C & C to B can be
computed. The trip assignment process is shown below:
B 7km
3km
D
A
6km
2km PT Route
C
Trip Assignment
(Pax/day) AB BA AC CA BD DB CD DC
A B 3,200 AB 3,200
A C 3,860 AC 3,860
A D 250 Path 1: AB,
BD
Path 2: AC,
CD
S1 = 0.4 100 100
S2 = 0.6 150 150
B A 3,080 BA 3,080
B C 1,780 Path 1: BA,
AC
Path 2: BD,
DC
S1 = 0.81 1,442 1442
S2 = 0.19 338 338
B D 370 BC, CD 370
C A 3,920 CA 3,920
C B 1,800 Path 1: CA,
AB
Path 2: CD,
DB
S1 = 0.81 1,458 1,458
S2 = 0.19 342 342
C D 400 CD 400
D A 300 Path 1: DB,
BA
Path 2: DC,
CA
S1 = 0.4 120 120
S2 = 0.6 180 180
D B 360 DB 360
D C 390 DC 390
PT Pax Vol/Link (pax/day) 4,758 4,642 5,452 5,558 808 822 892 908
Average one-way PT passenger volume (pax/day):

B
815
4,700
D
A
900
5,505
C Annex A-20
Annual average one-way PT passenger volume (pax/day): SF = 1.1

B
896
5,170
D
A
990
6,056

B
The above examples show the general theory on PT passenger demand quantification based on OD
data and the standard four-step approach. The sample networks shown are highly simplified so that
the procedure can be clearly explained. However, in most cases, the number of sub-areas in a study
area are numerous and the networks are more complex. For example, for about ten (10) to twenty
(20) sub-areas, OD pairs can run as high as ninety (90) to 380. Manual calculations are therefore so
tedious in these cases.
For this situation, the planner needs to use a transport demand model, such as STRADA and CUBE.
Using these models require a specialized expertise acquired through long-term practice. If an LGU
chooses to use any of these models, this technical expertise should first be developed within the LGU
or the LGU may hire transport demand modelers. For purposes of producing the LPTRP, an
alternative PT demand quantification procedure is in order.
A.2.5.2 Using the Passenger Load Results from the BAS
As explained previously, the BAS generates data on PT passenger volume along each rote section.
Using the previous example illustrated under the BAS data processing, the following as shown:
Average Pax Load/Veh:

8 20 10
A 14 B 18 C 12 D
The additional data for the surveyed route are:
NUO = 25 vehicles
NRT = 6 roundtrips
Annex A-21
The average passenger load per vehicle can then be expanded to average daily passenger volume, as
follows:
Average Daily Passenger Volume = Average Pax per Veh x NUO x NRT
The expanded PT passenger volume for the surveyed route is therefore:
Average Daily PT Volume for Route A-B-C-D (pax/day)
1,200 3,000 1,500

2,100 B 2,700 C 1,800
A D
Average Daily PT One-Way Volume for Route A-B-C-D (pax/day)
1,650 2,850 1,650
A B C D
The above data can be converted to annual average volume using seasonality factor (SF).
Based on the above, if all PT routes are surveyed, the passenger volume per route per link in the network
can be determined. If all these data are combined for the whole network, the passenger load profile of
current PT services can be shown representing the current PT passenger demand.
A.2.5.3 Forecasting PT Passenger Demand
There are two (2) components of PT passenger demand forecast: (a) normal growth and (b) generated
traffic. The normal growth of demand assumes a growth rate which is related to population growth rate.
The forecasting procedure uses the compounded growth rate formula:
FV = PV x (1 + r)n
where FV = future volume
PV = present volume
n = no. of years from the present (or base year)
If this is applied to PT passenger demand forecast, the current PT passenger volume per route section
(based on either the OD procedure on the BAS-based data) shall be the PV. Forecast is made for each
passenger volume per link. Growth rate r shall be based principally on population growth rate. Thus, if
the population growth rate in an LGU is 2.5% per annum, r is 0.025. The exponent n refers to the number
of years between the present and the target forecast year.
For example, for link or section AB, PV = 4,664 pax/day. If growth rate is 2.5% per annum and the future
volume five (5) years from present (n=5) is to be estimated.
FV = 4,664 x (1.025)5
FV = 5,277 pax/day
For all the links in the network, forecasting normal growth shall follow the same procedure.
The other forecast component is generated traffic. This is applicable to a situation wherein a new land
use development is planned for an area in the LGU. This future development will generate or produce
Annex A-22
additional passenger volume. Below are examples of passenger trip generation rates to be used in a
proposed residential development.
Proposed Residential Area
Area: 10,000 sqm.
Passenger Trip Rate In = 13.4 pax/100sqm/day

Passenger Trip Rate Out = 14.4 pax/100sqm/day
If the residential area will have a 10,000 sqm floor area:
No of Pax In = 13.4 x 10,000/100 = 1,340 pax/day

No of Pax Out = 14.4 x 10,000/100 = 1,440 pax/day
Assuming a modal split of 70% public and 30% private mode users, the forecast of future PT passengers
generated by the proposed residential area are:
PT passenger In = 0.7 x 1,340 = 938 pax/day

PT passenger Out = 0.7 x 1,440 = 1,008 pax/day
These estimated passenger volumes shall be added to the PT route link volumes which will connect the
residential area to the PT network.
For other types of land uses, there are corresponding passenger trip rates. Local transport planning
consultants can provide these data.
A.2.6 Determination of Proposed Public Transport Routes
The PT planning process continues with the determination of PT routes to be included in the LPTRP.
The basic theories on PT route planning are explained below:
A.2.6.1 Basic Factors in PT Routes Planning
A PT Route is defined as a series of road links specifying a fixed path connecting two end points which
are usually centers of socio-economic activities on which public transport vehicles regularly operate to
serve the demand. For the LPTRP of a given LGU, PT routes shall link the sub-areas using the road
Annex A-23
network serving these sub-areas. If the LGU is a province, the PT routes shall link municipalities and
cities within the province. For cities and municipalities, the PT routes shall link barangays or districts
within the cities/municipalities.
The two basic factors to be considered in PT routes identification are: (a) road network configuration and
(b) passenger demand. Specific factors to be considered are as follows:
a. Route ends shall be located at main socio-economic activity centers;

b. The fixed series of road links connecting the two route ends shall generally follow the more direct
path, i.e., circuitous path is not desirable;
c. The route serves passenger demand between route ends as well as the intermediate areas between
them;
d. Appropriate terminal facilities and/or turning point paths at route ends should not impede traffic flow
in the areas; terminal facilities shall be off-street;
e. The PT route network should minimize the number of transfer points;
f. The road sections along the route should be able to accommodate the type and volume of PT
vehicles;
g. The PT vehicle in a route shall be one that can serve passenger demand in an optimum manner and
shall be compatible with the type and function of the road and its corresponding capacity as well as
the overall traffic condition along the road.
A.2.6.2 PT Routes Planning
The procedure in the identification of PT routes in the intra-LGU PT route plan is described below.
a. Road Network Configuration
The base map to be used in PT routes planning is the road network in the LGU. It is along the links
in the network that the PT demand trip assignment process is done. The end result of the trip
assignment process is a passenger load profile.
b. PT Demand Pattern
The PT demand pattern by way of the passenger load profile shall then be the basis in identifying PT
routes. Two (2) sets of passenger load profiles shall be considered in PT route planning, to wit:
• Passenger load profile showing the present condition;
• Passenger load profile showing future condition for a target forecast year, say 5 years from
present.
Based on the above, two (2) sets of PT route plans shall be prepared, i.e., one to address the present
condition and the other, to address the future condition of the target forecast year.
The plan to address the present condition stems from the discrepancies between present supply and
demand as shown in the analysis of present PT conditions. The immediate concern of the LPTRP is
to address present discrepancies. The forecast conditions shall be a standby plan for the future.
c. PT Routes Determination and Estimate of Corresponding Level of Supply

Based on the PT passenger load profile, PT routes are identified by dividing the profile into parallel
longitudinal rectangles. Each longitudinal rectangle represents a PT route. Consider the example
below:
Annex A-24
3,200 pax/day
2,000 pax/day
A B C
5km 10km
Average One-Way Passenger Volume Load Profile
Two (2) longitudinal rectangles can be built:
3,200-2000 =1,200 pax/day
2,000 pax/day
A 5km B 10km C
Route 1 : A-B-C, Passenger demand (PD) = 2,000 pax/day; RL = 15km (route length)
Route 2 : A-B, Passenger demand (PD) = 1,200 pax/day; RL = 5km (route length)
To compute the corresponding level of supply per PT route, consider the following factors:
PD = Passenger demand in pax/day

VLF = Viable load factor
ASC = Average seating capacity
NRT = Number of roundtrips per day
PD is determined as discussed above.

VLF is the average daily load factor for the service which satisfies both the profitability interest of the
PT operator and the availability of space for passengers. Note that load factor is the ratio of
passenger load to the capacity of the service. The safe assumption of VLF is 0.70, based on the
PT industry standards.
ASC is dictated by the vehicle mode to serve the route, e.g., 20 to 22 for jeepneys, 35 for minibuses
and 50 to 60 for buses.
NRT depends on the total operating hours of the service in a day and the average turn around time
per round trip.
For the above sample routes, the level of service computations are explained below:
Route 1 (A-B-C) PD = 2,000 pax/day;

RL = 15km (route length)
Mode to be used: Minibus
ASC = 35
VLF = 0.70
To estimate the desired NRT, the following data are needed:
No. of Operating Hours (NOH), say 6:00am – 9:00pm
NOH = 15hrs
Turn Around Time (TAT) consists of travel time (TRT) A to C & C to A and Total Terminal Waiting
Time (TWT):
TRT = RL/ATS
where ATS = average travel speed (kph)
TWT = average terminal waiting time per route end
TAT = (2 x RL/ATS) + (2 x TWT)
TAT = 2 x [RL/ATS + TWT]
For a minibus operation, ATS = 25kph (assumption) and
TWT = 30mins per route end (assumption)
Annex A-25
thus TAT = 2 x [15/25 + 30/60]

= 2 x 1.1
= 2.2 hrs
and NRT = 15/2.2
= 6.8
say = 7
To estimate the required number of units (NU) to be operated per day,
NU = PD / VLF x ASC x NRT

Substituting the data:
NU = 2,000 / (0.7 x 35 x 7)
= 11.7
say = 12
The fleet size (FS) required for the route giving allowance for units being repaired is:
FS = NU/UR
where UR = utilization rate; ratio of number of units operating per day to the required fleet size
assume UR = 0.80 (80%)
thus FS = 12/0.8
= 15
For several types of PT passenger load profile, the route planning procedure is further explained as
follows:
a. Example 1
Network: Single Corridor (PT Passenger Load Profile: Ave One-Way)
4,664
2,954 1,094
A B C D
3km 5km 2km
1,710
1,860
1,094
A B C D
3km 5km 2km
a. Route 1: A-B-C-D, PD = 1,094 pax/day, RL = 10 km

b. Route 2: A-B-C, PD = 1,860 pax/day, RL = 8 km
c. Route 3: A-B, PD = 1,710 pax/day, RL = 3 km
Possible modes: Route 1: Bus, ASC = 50

Route 2: Jeepney, ASC = 20
Route 3: Jeepney, ASC = 20
Follow the computation procedure explained earlier for NU and FS.
b. Example 2
Network: Two-Branch Corridors (PT Passenger Load Profile: Ave One-Way)
Annex A-26
B
7km
3km
A 6km
2km
C
B
A
a. Route 1: A-B-D, PD = 896 pax/day, RL = 10 km
Route 2: A-B, PD = 4,294 pax/day, RL = 3 km
A
6km
2km
b. Route 3: A-C-D, PD = 990 pax/day, RL = 8 km

Route 4: A-C, PD = 5,066 pax/day, RL = 2 km
NU and FS to be computed based on the procedure explained above.
c. Example 3
Network: Single Corridor with Irregular Passenger Loads
4,200
1,950 900
A B C D
3km 5km 2km
2,250 pax/day
1,050 pax/day
900 pax/day
A B C D
3km 5km 2km
Annex A-27
a. Route 1: A-B-C-D, PD = 900 pax/day, RL = 10 km

b. Route 2: A-B-C, PD = 1,050 pax/day, RL = 8 km
c. Route 3: B-C, PD = 2,250 pax/day, RL = 5 km
NU and FS to be computed.
d. Example 4
Network: Single Corridor with Slight Passenger Load Variations
2,200
1,950 pax/day pax/day 1,840 pax/day
A B C D
70 pax/day
110 pax/day
1,840 pax/day
A B C D
If the net PD values are very slight after dividing the passenger load profile into longitudinal rectangles,
a single route can be recommended where PD is based on the highest section volume. For the above
example, Route A-B-C-D with R=10km and PD=2,020 pax/day can be recommended. As a rule of
thumb, a net PD of less than 500 pax/day can be disregarded. Generally, for this PD, NU will most
likely be less than 5 which might not provide sufficient headway.
a. Route 1: A-B-C-D, PD = 2,020 pax/day,

Note: A-B-C, PD = 110 pax/day (low)
B-C, PD = 70 pax/day (low)
PDs of A-B-C & B-C shall be served by PD of 2,020 pax/day for A-B-C-D
NU and FS are to be computed.
e. Example 5
Network: Feeder Sub-Corridors to a Single Corridor – Feeder Volumes Higher than the Connecting
Corridor Volume
C 800 pax/day D
8km
B
The above passenger load profile shows high feeder corridor demand with a much lower connection
single corridor demand. It indicates short trip lengths for both corridors AC and BC. This means that
most of the passengers coming from and going to A and C have C as trip end. In this case, the logical
routes would be:
a. Route 1: A-C PD = 3,000 pax/day, RL = 7 km

b. Route 2: B-C, PD = 2,400 pax/day, RL = 5 km
c. Route 3: C-D, PD = 800 pax/day, RL = 8 km
Annex A-28
f. Example 6
Network: Feeder Sub-Corridors to a Single Corridor – Feeder Volumes Less than the Connecting
Corridor Volume
C 5,800 pax/day D
B 8km
The above passenger load profile shows high feeder corridor demand and the connecting single
corridor has higher corridor demand than the sum of the two feeders. It indicates high trip lengths for
A and B passengers, which means that many of these passengers continue their trip to the connecting
single corridor CD. In this case, the logical routes would be:
b. Route 1: A-C-D PD = 3,000 pax/day, RL = 15 km

c. Route 2: B-C-D PD = 2,400 pax/day, RL = 13 km
To satisfy the additional demand along the corridor CD, PDs for A-C-D and B-C-D shall be adjusted
using the factor 5,800/(3,000 + 2,400) = 1.07.
The adjusted PDs are:
a. Route 1: PD = 3,000 x 1.07 = 3,210 pax/day

b. Route 2: PD = 2,400 x 1.07 = 2,570 pax/day
A.2.7 Packaging of the Intra-LGU PT Routes Plan: LPTRP
A.2.7.1 Intra-LGU LPTRP Routes list
After undertaking the Local public transport planning study in line with the methodology discussed in the
previous sections, the LPTRP of the LGU shall be presented in a straightforward manner. The LPTRP
shall be in the form of a list of PT routes by mode, with the corresponding FS per route. The FS shall be
the basis by the LTFRB in the franchising of PT vehicles.
Two sets of LPTRP shall be produced, i.e., LPTRP to address the present situation and LPTRP to address
the future, say five (5) years from the present.
Annex A-29
Local Public Transport Route Plan

To Address Present Situation
Name of LGU: __________________________________
Public Transport Mode: __________________________
A. Rationalized Routes
Route Code Route Name Route Description Route Recommended
Length (km) Fleet Size (FS)
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
B. Developmental Routes
Route Code Route Name Route Description Route Recommended
Length (km) Fleet Size (FS)
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Note: Prepare separate tables for other public transport modes for rationalized routes and developmental routes.
The list shall be by public transport mode, i.e bus, minibus, UV service, jeepney/filcab. It means that there
should be a list of bus routes, another list of UV services, another list of jeepney routes and so on. It is
suggested that a route code be assigned to each route as an identifying factor to enhance route operations
and monitoring. The route code shall be designed in a such a way that the LGU can be identified as well
as the PT mode and if possible, the area of service (e.g. north section, east section, etc.) The route name
shall include the route ends and the main pathway or the via. For example:
National Highway
A
B
Route Name: A to B via national highway
Route description includes the detailed pathway describing the series of road links. For example, in the
Metro Manila route plan, there is a jeepney route whose route name is: Cubao to Divisoria via Aurora
Blvd., R. Magsaysay Blvd.
Annex A-30
This route has Cubao and Divisoria as route ends. It is understood that the route serves two-way, i.e.
Cubao to Divisoria then Divisoria to Cubao. The route name mentions two main roads as via to give the
general location of the route. However, the route description enumerates all the road links used in the
route. For example:
Cubao to Divisoria via Aurora Blvd. R. Magsaysay Blvd. is the route name
The route description is more detailed, such as (example only):
Starts at corner Aurora Blvd. and Yale St., straight to Aurora Blvd., straight to R. Magsaysay Blvd., straight
to Legarda St., right to C.M. Recto Ave., up to C.M. Recto corner Sto. Cristo St. in Divisoria and vice
versa.
The route length is the distance between the two routes ends, the sum of the distances of each road link
in the route. The unit is kilometers.
The recommended Route Measured Capacity (RMC) for a route is the computed FS. This number is the
basis of LTFRB in the issuance of franchises for the route.
The next set of LPTRP is for the future. In the PT planning process, it is suggested that PT demand be
forecasted to a target year in the future, say five (5) years from the present. Using the forecasted PT
demand, there will be a corresponding LPTRP for the target year. Another set of LPTRP list of routes
shall then be recommended to address the future.
A.2.7.2 LPTRP Route Maps
The LPTRP shall likewise be presented in the form of PT Route maps for a visual appreciation of the plan
and for ease in monitoring and future route analysis. Each PT route in the LPTRP shall be plotted on the
LGU’s road network map, indicating the road links, the rote end areas and the stops, if necessary and
possible.
In line with the PT routes list, two sets of route maps shall be produced, one for the LPTRP to address
the present situation and the other for the LPTRP to address the target year in the future.
A.2.7.3 Comparison Between Recommended FS (or RMC) and NAU
For immediate reference by LTFRB in the franchising activities, a summary of the various number of units
for each route shall be prepared. Based on the PT planning study, three (3) quantities on number of units
for each route are generated, to wit:
NAU : number of authorized units (from LTFRB records)

NUO : number of units in operation (from the PT survey)
FS : compute number of units required based on PT demand
A summary of recommended PT routes by mode, shall be prepared with the corresponding NAU and
RMC per route, as shown below:
Comparison between Recommended FS (or RMC) and NAU
Sample Route Assessment of PUV Routes in LGU

Route Name Mode Recommendation Passengers Remarks/Justification
Transfer To
1. Route A PUJ Keep - Route is consistent
with existing policies
2. Route B UV Merge with Route X PUJ Route X Route X can serve
passengers in a more
efficient manner
Annex A-31
Route Name Mode Recommendation Passengers Remarks/Justification

Transfer To
3. Route C PUJ Replace with PUB - High Passenger
demand
4. Route D PUJ Delete and transfer PUJ Bus Route X 100% overlap
units to Route X
5. Route E PUB Extend - Extending the route to
____ can serve more
passengers
6. Route F PUJ Cut/Shorten the Route Bus Route X Policy on trunk and
feeder system
7. Route G PUJ Different route structure New
establishment/faci
lity in the area
Existing vs. Proposed Routes

Existing Route Proposed Route Remarks
Name Mode NAU Name Mode FS
Route A PUJ 35 Route A PUJ 30 Decrease in units
Route B PUJ 60 Route B PUB 30 Upgrade to PUB
Route C PUB 15 Route C PUB 45 Routes merged. Increase in
units
Route D PUB 15
Route E PUJ 5 Route deleted
Route D PUJ 15 New/developmental route
For each route:
If NAU > NUO: needs adjustment of units for franchise: LTFRB action needed
NAU = NUO: maintain number of units for franchising
NAU = NUO: additional units to be granted franchise.
Table A.10 below outlines the suggested contents of the List and Map of Proposed Public Transport
Routes.
Table A.10: Suggested contents of the List and Map of Proposed Routes
Modes Requirements
PUB, PUJ, UV Express service, • Route name, route length, route alignments, transport mode
Flab, tricycles and other public • Type of service required
transport operating in the area • Frequency of service along each route
• Number of vehicles for each route
• Route structure descriptions citing specific street and barangay
names
Service Plan
• Specific location of stops, pickup, and drop-off points from origin to
destination and vice versa, as well as terminal/turning points
• Road classification map (distances, number of lanes per direction,
and average travel speed)
• As a general rule, the dispatch schedule per route shall be based on
the passenger demand for a given period. The resulting frequency
based on the demand, will be in terms of number of vehicles dispatch
per unit time.
Other important requirements include the following:
a. Estimated passenger volume

b. Inventory of available transport facilities including the following:
- Park and ride, bicycle lanes, parking terminals, loading and unloading areas, Intelligent Transport
Systems (ITS), and other transport infrastructure (i.e., airport, ports, and railways, as applicable).
Annex A-32
ANNEX B:
TRANSPORT ANDTRAFFIC SURVEYS
79
Local Public Transport Route Plan Manual Annex B
ANNEX B
Public Transport and Traffic Surveys
A. License Plate Survey
This is a survey which will generate information on basic PT operational characteristics per route, such as
number of operating units, average one-way frequency and average number of round trips. This is done at
strategic roadside locations in the study area. These are areas where the total volume of PT vehicles can
be observed, preferably near the route ends. The survey stations shall be selected so as to capture all PT
routes operating in the study area. The survey form is shown in Figure B-1.
a) General Guidelines
1) For each survey station, a surveyor is assigned a specific route or routes to be observed. For a
high frequency route, one survey or is assigned to observe the route. For low frequency routes,
one surveyor is assigned two to three routes to be observed.
2) Survey duration is from 6:00 am to 6:00 pm (12 hours). It should be noted that beyond 6:00 pm, it
is already dark, and surveyors will have difficulty reading plate numbers and this will be prone to
erroneous data. A 12-hour weekday observation is sufficient enough to determine the number of
units and corresponding frequency in a given day.
b) Data to be Recorded on the Form
1) For identification purposes, information about the survey shall be recorded on the spaces provided
for at the topmost portion of the form. This information are as follows:
• Station No.: write the assigned code number of the station
• Station Location: write the name of the location
• Direction: From and To (specific reference places of vehicular movement based on survey
location, i.e. from where the vehicle is coming (from) and to where the vehicle goes to (To).
• Date: date of survey: month, day, year
• Weather: Fair, sunny, cloudy, rainy (choose, as applicable)
• Surveyor: Name of the surveyor
2) Each page of the form can accommodate information for three (3) routes
• The first column shall be filled up with data on the time when an observed jeepney unit passes
through the station. One jeepney unit corresponds to a specific time of passing through.
• The second column shall be filled up with a set of information for the jeepney unit being
observed, for a given route. The third column refers to a set of data for another route and the
fourth column still for another route.
• Filling up the second, third or fourth column will involve a recording of the following information
of an observed jeepney unit for a given route, corresponding to the observed time in the first
column.
- Plate Number (to be written on the space provided for).
• All jeepneys in a given route passing through the station shall be recorded during the survey
duration using the above information.
Annex B-1
Figure B-1: License Plate Survey Form
Local Public Transportation Route Planning and Management Course

License Plate Survey Form
Station No.: _______ Route Name:_________________________
Station Location: _______________________ Date: _______________________________
Direction: From: ________________________ Weather: ____________________________
To: __________________________ Surveyor: ___________________________
Muticab/Filcab Jeepney Bus Mini-Bus GT /UV Express
Route Plate Route Plate Route Plate
Time Time Time
Code Number Code Number Code Number
Page No. ________
Annex B-2
B. Passenger Origin-Destination (OD) Survey
This survey aims to generate passenger demand data which are needed in the local public transport
planning as applied to LGUs. There are two types of OD surveys for this purpose. One (1) is a simplified
household interview survey (HIS) and the other one is an on-board public transport passenger OD survey.
These two (2) surveys are recommended in order to get a straightforward public transport passenger
demand data applicable to local public transport planning.
1. Simplified Household Interview Survey for LGUs
This follows the standard household interview survey where the questions are designed in order to get
the basic passenger demand data for local public transport planning. The survey form is shown in
Figure B-2-1.
Survey Procedure:
a. The survey shall be conducted on a sampling basis on the households in a given LGU. A sample
size of at least 5 to 10% of the total number of households in the LGU is considered sufficient.
b. For each household to be surveyed every household member shall be interviewed. Data on the
number of household members shall be recorded. Household members to be interviewed shall be
those with ages ranging from 5 to 65 years old.
c. Household vehicle ownership data shall be asked: (how many vehicles owned and type)
d. For each household member to be interviewed the following socio-economic data are needed:
• Age, gender, occupation and monthly income (see categories in the survey form)
• Trip information for a given weekday: for each trip:
- Trip Number – indicates the sequence number of each trip made in a day
- Origin - place of origin of the household member (barangay, municipality if LGU is a
province).
- Destination – place of destination of the household member (barangay, municipality if LGU
is a province).
- Mode(s) of transport used – vehicle type(s) used during the trip (see categories in the
questionnaire)
- Main street used during the trip
- Trip purpose (see categories in the questionnaire)
- Travel time
Data Processing:
1. The total gathered data shall be tabulated as follows:

• Socio-economic profile (age, gender, occupation and income distributions)
• Average household size
• Average vehicle ownership
2. Passenger demand data:
• OD pattern in the form of an OD table
• Mode and trip purpose distribution
• Average time per trip
• Main street distribution
3. The sample OD data shall be expanded to total OD for the day using an expansion factor based on
standard statistical procedure.
Annex B-3
2. On-Board Public Transport Passenger OD Survey
This is a more direct public transport passenger demand survey because it involves interview of
passengers on public transport vehicles done by on-board interviewers for a given PT route. It uses a
simplified OD survey form which will give direct data on the travel pattern of public transport passengers
in a given route. The survey form is shown in Figure B-2-2.
Survey Procedure:
a. The survey shall be conducted on a sampling basis by interviewers boarding a public transport
vehicle on a given public transport route. The subject respondent are those passengers boarding
the vehicle at every boarding point. As many respondents as possible shall be interviewed.
b. For each respondent to be interviewed the following socio-economic data are needed:
• Age, gender, occupation and monthly income (see categories in the survey form)
• Trip information for a given weekday: for each trip:
- Origin - place of origin of the respondent’s trip (barangay, municipality if LGU is a province).
- Boarding point – place where the respondent boarded the PT vehicle
- Mode used from origin to boarding point.
- Destination – place of destination of the respondent (barangay, municipality if LGU is a
province).
- Alighting point – place where the respondent will alight from the vehicle (barangay,
municipality if LGU is a province).
- Mode(s) of transport to be used from alighting point to destination - vehicle type(s) used
during the trip (see categories in the questionnaire)
- Fare from boarding point to alighting point
- Trip purpose (see categories in the questionnaire)
- Frequency of the trips in the route
Data Processing:
1. The total gathered data shall be tabulated as follows:

• Socio-economic profile (age, gender, occupation and income distributions)
2. Passenger demand data:
• OD pattern in the form of an OD table
• Mode and trip purpose distribution
• Average fare
• Average trip frequency in the route
• Mode distribution from origin to boarding point
• Mode distribution from alighting point to destination
Annex B-4
Figure B-2-1: Simplified Household Interview Survey Form
HOUSEHOLD INTERVIEW SURVEY

Local Public Transportation Route Plan and Management Course
Household Information:
Address: _______ ________________ ______________________ _______________

No. Street Barangay Municipality/City
Household Members:
Relation to the Occupation: Mode Type:
No. Age Gender Occupation 1. Worker/Employee 1. Walking
Household Head
2. Student 2. Pedicab
HH1 45 M Father 1 3. Professional/Executive 3. Bicycle
HH2 45 F Mother 6 4. Farmer/Fisherman 4. Motorcycle
HH3 18 F Daughter 2 5. Businessman 5. Tricycle
6. Housekeeper 6. Jeepney
HH4 12 M Son 2 7. Retired 7. Multicab/Filcab
HH5 5 M Son2 N.A. 8. Jobless 8. Minibus
HH6 9. Others: 9. Public Utility Bus
__________________ 10. Taxi
HH7
(Specify) 11. Habal-habal
HH8 12. Van-Hire
HH -Household 13. Private
Trip Purpose: Car/Jeep/Van
Vehicle Ownership: 1. To Home 14 Company/Tourist
2. To Work place Bus
No. 3. To School
Type Household Transport Use 15. Tourist Car/Van
Owned 4. Work trip related 16. Water Transport
Bicycle 1 x Private Public 5. School trip related 17. Others:
6. Personal ________________
Pedicab 1 Private x Public 7. Leisure (Specify)
Motorcycle 1 x Private Public 8. Shopping
9. Business related
Tricycle Private Public 10. Others:
Jeepney Private Public __________________
Filcab/Multicab Private Public (Specify)
Minibus/bus Private Public

Taxi Private Public
Car/Jeep Private Public
Pick-up Private Public
Van Private Public
Truck Private Public
Trip Information: (Trips made for the previous weekday)

Trip Origin Destination Mode Trip Travel Time
Main Street
No. (Brgy & Mun/City) (Brgy & Mun/City) Used Purpose (mins)
Ex. Sambag 1, Cebu City Capitol Site, Cebu City 1,5,6 Osmena Blvd 6 30
HH1-1
HH1-2
HH1-3
HH1-4
HH2-1 No trip n.a. n.a n.a n.a n.a
HH2-2
HH2-3
HH2-4
HH3-1 Brgy. (Where school located)
HH3-2
HH3-3
HH3-4
Annex B-5
Figure B-2-2: Simplified Household Interview Survey Form

ON-BOARD PUBLIC TRANSPORT PASSENGERS’ INTERVIEW FORM
Interviewer: ________________________ Route Name. ________________________

Supervisor: _________________________ Seq. No. ____________________________
Date of Interview: ____________________ Mode: ______________________________
Passenger Profile
1. Nationality:  Filipino 6. Occupation: __________________________
 Foreigner: _______________  Professional / Executive  OFW
2. Gender:  Male  Female  Businessman/ Self-Employed  Worker/Employee
3. Age:  Below 18  18-30  31-45  Above 45  Unemployed (retired, housewife, religious, jobless, etc.)
4. Marital Status: Single Married Widowed  Student
5. Home Address: 7. Average Monthly Personal/Individual Income:
Town/City: ______________________________  Below P 7,500 (US$ 190)
Province: ______________________________  From P 7,500 to P 15,000 (US$190~US$375)
 From P 15,001 to P 30,000 (US$375~US$750)
 Above P 30,000 (above US$750)
Trip Details
8. Origin of Trip : Town/City: _________________ 11. Alighting Point : Town/City: __________________
11. Alighting Point : Town/City: _________________
Province: __________________
Province: _________________ Province: _________________
9. Modes Used from Origin to Boarding Point:
Trip Travel Time Transport 12. Destination : Town/City: _________________
Mode
Leg (min.) Cost (P)
1 Walking 5 - Province: _________________
2 Tricycle 20 10 13. Mode to Destination from Alighting Point: (See Classification in
3 #9)
4
Trip Leg Mode Trip Leg Mode
1 Tricycle 3
2 Waking 4
Mode: 1. Walk (above 200m) 9. Motorcycle
14. Mode to be Used in this Trip
2. Private Vehicle 10. Habal-habal
Jeepney V-Hire
3. Pedicab 11. Taxi
Minibus Others____________
4. Tricycle 12. V-Hire
Bus (Specify)
5. Bicycle 13. Tourist Bus
6. Jeepney 14. Others ________
7. Mini bus (Specify)
15. Fare Paid for this trip: P ____________
8. Bus
16. Type of Service of this Trip:
10. Trip Purpose:
Ordinary
To work/work-related Shopping
Business-related Leisure Aircon
Aircon Express
To School/school-related Personal/Social visit
Others: _______________
To Home Others ____________
(Specify)
(Specify)
17. Frequency of Similar Trip:
__________times per Day
Week
Month
Year
18. Is there an alternative transport mode from your origin to your
destination?
Yes No
If yes, specify: ____________________
Annex B-6
C. Boarding and Alighting Survey (BAS) with Travel Time Data
This survey will generate information on the actual passenger load of a given PT service along each section
of the route. The survey approach is the on-board method wherein a surveyor will be riding a public transport
vehicle from one route end to the other route end. The on-board surveyor will be recording the number of
passengers boarding and alighting at each loading/unloading point along the route consisting of the route
ends and the stops. The survey shall be on a sampling basis on all PT routes in the study area. Each
surveyor shall make two (2) round trips for each route in a given day, one in the morning and one in the
afternoon covering both peak and off-peak hours.
The form used in the survey is shown in Figure B-3. The items to be filled up are explained below.
a) General Guidelines
1) One surveyor shall be assigned to a specific route. He/she shall be conducting the survey aboard
one randomly selected vehicle unit on the route for one round trip in the morning, i.e. for the period
7am to about 10 am. For the second-round trip, the surveyor shall ride another randomly selected
vehicle unit on the same route during the period 3:00 to 6:00 p.m.
2) The survey form consists of only one (1) page. It can accommodate data for a one-way trip. For
the trip in the other direction, another page shall be accomplished.
b) Information Details
The required information at the top portion of the form are intended to ensure proper identification of the
form. These shall be written by the surveyor on the spaces provided for. These are:
• Route Code: Use an assigned code to the route or standard code used by the concerned LGU.
• Route Name: Use standard name adopted by the concerned LGU
• Direction: From and To, refers to the names of reference places in relation to the survey station
• Date: Indicate the date when the survey is conducted.
• Weather: Describe the weather condition during the survey, i.e. either sunny, cloudy, fair, rainy.
• Surveyor: Refers to the name of the surveyor.
• Time of Day: Tick appropriate box for either AM or PM
• PUJ Type: Tick appropriate box for the type of PUJ body, i.e. regular, multicab, or elf.
• Seating Capacity: Write the number of seats offered by the vehicle unit.
The form is in table format. Each row in the table shall give information referring to a particular point along
the route where passenger loading and/or unloading occur. Specific data for each row shall be provided for
each column. All data shall be written on the spaces provided for. The data are as follows:
Column 1: Road/Corridor Name: This refers to the name of the road where the loading and/or unloading
point is located.
Column 2: Major Crossing/Stop: This refers to the name of the nearest intersection where the loading
and/or unloading of passengers occur. If the loading and/or unloading point occurs near a
famous landmark or building, it is advisable that the name of the said landmark is indicated
for easy reference, e.g. E-Mall, CIT, Punta Public Market, South Bus Terminal, etc.
Column 3: Time, Hour:Min: At the point where passenger loading and/or unloading occur, write the time
in hour and minutes, e.g. 7:30, 10:52, 2:23, etc.
Column 4: Passenger: Boarding, Alighting: There are two sub-columns here. Under sub-column
Boarding, record the number of passengers boarding the vehicle at the given loading and/or
unloading point. Similarly, under the Alighting sub-column, the number of passengers
alighting from the vehicle at the said point shall be recorded.
The number of data that can be collected i.e., the number of rows that can be filled up, varies from route to
route, and this depends on the number of loading and/or unloading points along the route.
Annex B-7
Figure B-3: Boarding and Alighting Survey Form

PT Boarding & Alighting Form (with Travel Time Data)
Route Code.: ___________________________ Date: _______________________
Route Name: ___________________________ Weather: ___________________
Direction: From: ________________________ Surveyor: ___________________
To: _________________________
Bus Mini bus Jeepney Multicab UV Seat Cap. _______
Time Passenger
Road/Corridor Name Major Crossing/Stop
Hour : Min Boarding Alighting
Page No. ________
Annex B-8
D. PUV DRIVERS’ INTERVIEW SURVEY
This is an interview type of survey with PUV drivers as respondents. This seeks to generate information
about operation and financial characteristics of PUV services. The data are used to validate other PUV
operational characteristics survey. The survey should cover a statistically accepted sample size of PUV
routes in the study area. The survey form is attached.
General Guidelines to Accomplish the Survey Form
1. The survey is generally conducted at PUV terminals where drivers stay for some time while waiting for
their next trips.
2. Respondents shall be selected at random; interviewers will ask the questions to the respondents using
the survey form.
3. Survey duration shall be about twelve (12) hours.
4. The data items to be filled by the interviewer based on observations and/or reply of the driver-
respondents are:
● Date: write the date of the interview.

● Route Name: this refers to the name of the route as commonly used or as specified by government
authorities.
● Route Number: this refers to the route number or code assigned by government authorities.
● Route Length: this refers to the distance in kilometers from one route end to other route end.
● Terminal Location: this refers to the name of the location (commonly used name) of: one route end
and the other route end.
Route End Characteristics can be classified as (only one answer shall be ticked)
- floating: vehicle does not stop for a long time at the terminal, the area is used as a turning point.
- on-street: vehicle uses a roadway as a terminal, i.e. it stops for a long time.
- off- street: vehicle uses an area which is not located on a roadway, as a stopping area.
For items A, B and C, the form can accommodate replies of two respondents (see columns 1 and 2) and
data are asked for a weekday and for a Sunday.
A. Vehicle Data
1.Ownership: Coop: vehicle is owned by a PUV cooperative;

Rented: vehicle is owned by another person, the driver is operating it on a rental basis,
i.e., boundary system;
Owned: driver of the vehicle is also its owner or operator;
Driver/Employee: driver is an employee of the vehicle owner, meaning the driver is
paid a salary by the owner.
Note: Tick one appropriate answer.
2. Plate No: write the license plate number of the vehicle
3. Seating Capacity: write the seating capacity of the vehicle
4. Fuel Used: tick the appropriate answer, diesel, gasoline or others. If others, specify what type of
fuel is it.
B. Operating Characteristics
1. No. of drivers/vehicle: write down how many drivers are operating the vehicle in a given week or
month.
2. Ave. No. of Round Trips/Day: this refers to the number of round trips the vehicle makes in one
operating day. A round trip is defined as the trip from one route end to the other route end and
back to the initial or first route end.
Annex B-9
3. Ave. No. of Working Hrs/Day: this refers to the total number of hours the vehicle is being operated
in one operating day.
4. Ave. No. of Working Days/Week: this refers to the number of days per week the driver being
interviewed is operating the vehicle.
5. Ave. No. of Vehicle Operating Days/Week: this refers to the total number of days in a week the
vehicle is being operated (both by the driver being interviewed and other drivers, if there are any).
6. Ave. Travel Time per Round Trip: this refers to the average time spent by the vehicle to cover one
round trip.
7. Fuel Consumption: this refers to how many liters of fuel is consumed by the vehicle in one
operating day.
8. Estimated No. of PUVs Operating in this Route: ask the driver, per his estimate, how many PUV
units are operating in the particular route he is operating.
C. Financial Characteristics
1. Ave. Daily Gross Revenue (P): this refers to the average amount of money the driver earns from
fares paid in a given day.
2. Ave. Expenses per Day: for each item, ask the driver his average amount of expense in a given
day, such as:
- Boundary Fee (P): the rental fee paid by the driver to the operator, if the driver is operating by
the boundary system; no need to fill up if the driver is the owner of the vehicle.
- Fuel Cost (P): the amount spent for fuel in given day.
- Oil Cost/month (P): the amount spent for oil in one month;
- Terminal fee/trip (P): the amount spent by the driver to pay a terminal fee for both terminals or
one terminal only).
- Dispatcher’s Fee/trip (P): the amount spent by the driver to pay a dispatcher per trip (specify if
there’s a fee for both terminals or one terminal only);
- Others: ask the driver for other expenses during a given operating day, specify what the
expenses are for and how much.
3. Ave. Daily Net Income (P): this refers to the average amount of money earned by the driver after
subtracting expenses from the gross revenue in a given day.
4. Compensation Scheme: this refers to the manner with which the driver earns his living from driving
the vehicle. Tick one answer only.
- Salary: the driver is paid a regular salary by the operator.
- Base + Commission: the driver is paid a base compensation plus a commission by the operator
- Others: specify what type of compensation scheme is being used.
D. Problems Encountered In Your Operation
Ask the driver to name the minor problems he is encountering in his daily operation.
E. Suggestions for Operational Improvements
Ask the driver to name things he can suggest to improve his daily operation. The survey form is shown
in Figure B-4.
Annex B-10
Figure B-4: PUV Drivers’ Interview Survey Form

Bus/Jeepney Drivers' Interview

BUS/JEEPNEY DRIVERS INTERVIEW
Sequential No. : Surveyor: ___________________
Date: ______________________
Route Name: ___________________________________________ Route No.:
Route Length: ______________

Km.
Terminal Location: Route End 1: __________________________________
Route End 2: __________________________________
Route End 1 Characteristics: Floating
On Street
Off Street
Route End 2 Characteristics: Floating
On Street
Off Street
1 2
ITEM Weekday Sunday Weekday Sunday
A. Vehicle Data
1. Ownership: 1 Coop 2 Rented 3 Owned 4 Driver /
2. Plate No.: Employee
3. Seating Capacity:
4. Fuel Used: 1 Diesel 2 Gasoline 3 Others:
B. Operating Characteristics
1. No. of drivers/vehicle
2. Ave. no of round trips/day
3. Ave no. of working hrs/day
4. Ave. no. of working days/week
5. Ave. no. of vehicle operating days/week
6. Ave. travel time per round trip
7. Fuel consumption
a) Liters/day
8. Estimated no. of PUB/PUJ/AUV operating in this route
C. Financial Characteristics
1. Ave. daily gross revenue (P)
2. Ave. expenses (P)
a) Boundary fee/day
b) Fuel cost/day
c) Oil cost/month
d) Terminal fee/trip
e) Dispatchers fee/trip
f ) Others ________________ (specify )
3. Ave. daily net income
4. Fuel
Compensation
Used: 1 Salary 2 Boundary 3 Base + Com 4 Others
D. Problems Encountered in your Operation E. Suggestions for Operational Improvements
Annex B-11
E. Tricycles and Habal-Habal Operations Survey
This survey seeks to generate data on basic tricycle operations in an LGU and the corresponding tricycle
passenger demand. This will gather inputs to local public transport route planning from public transport
services which are not operating on fixed routes. The survey form is shown in Figure B-5.
Survey Procedure:
1. The target subjects of the survey are the tricycle drivers operating within an LGU. It is desirable that
100% of the drivers shall be surveyed. However, a sampling size of at least 20% of the total driver is
statistically sufficient.
2. Each tricycle driver to be surveyed is given the survey form and is requested to fill up the form to record
operational data in given weekday. The survey involves a trip ticket type of filling up the form.
3. The data to filled up by the driver for each trip include as follows:
• Trip Number – indicates the sequence number of each trip made in a day
• Origin – place of origin of the passengers (barangay).
• Time of Departure – the time when the trip starts at the origin.
• Number of Passengers – the number of passengers on-board the tricycle.
• Destination – place of destination of the passenger (barangay)
• Time of Arrival - the time when the trip ends at the place of destination
Data Processing:
1. The total gathered data shall be tabulated by origin and destination pair and the corresponding number
of passengers.
2. The total trips shall also be tabulated.
3. The following process information shall be produced.
• Average number of trips per tricycle per day
• Average passenger load per trip
• Origin-destination pattern of passengers
Annex B-12
Figure B-5: Tricycles and Habal-Habal Survey Form
TRICYCLE/HABAL-HABAL OPERATIONS
SURVEY
Name of Barangay: ___________________________ Name of Municipality: ___________________
Name of Driver: ______________________________ Date of Survey: ________________________
TRIPS RECORD SHEET (ONE WEEKDAY)
Origin Time of No. of Destination Time of

Trip No.
(Bgry/Municipality) or Landmark Departure Passengers (Bgry/Municipality) or Landmark Arrival
1 Brgy. Poblacion 6:10AM 2 Bgry. Sambag 6:30AM
2 Bgry. Sambag 6:45AM 0 Terminal 7:00AM
3 Terminal 7:30AM 3 Brgy. Claro 8:00AM
4 (Example only)
Annex B-13
F. Classified Traffic Volume Count Survey
The most common traffic survey is the classified vehicle traffic count. Depending on the needs of the study,
the survey can be made for 14-hours (6:00am to 8:00pm) or 24 hours (6:00am to 6:00 am on the next day),
with data recorded for every hour.
A typical classified vehicle traffic form is shown in Figure B-6. Tallying the volume by vehicle can be made
by manual tallying on the sheet or by using a manual counter.
Annex B-14
Figure B-6: Classified Traffic Volume Count Survey Form

Classified TrafficVolume Count Survey Form

Station No Road Name
Surveyor Barangay
Supervisor Municipality
Weather Province
From: Date:
Direction
To: Time: From: 06:00
Turn No (Military Time) To: 07:00
MODE TALLY SHEET (Hourly Count) TOTAL
All Private
(Car/Taxi/
Van/ Pick-up)
Jeepney
Van for Hire

(AUV,
GT Express)
Bus &
Mini-Bus
Goods Vehicle
(2-axle Truck)
Truck
(3 or more
axles)
Motorcycle
Tricycle
Page No. ________
Annex B-15
G. PUBLIC TRANSPORT TERMINAL SURVEY
This survey intends to gather basic information on PT terminal facilities and volume of terminal users. This
will show the current PT terminals situation and an inventory of PT terminals in the study area.
The survey consists of two main parts: (a) terminal location and inventory and (b) volume count of terminal
users.
The survey form is shown, as attached.
1. All PT terminals in the study area shall be surveyed.

2. Data items to be accomplished are described below.
a) Date of survey: write the date when the survey is undertaken.

b) Owner/Operator: write the name of the terminal owner or operator. This can be a private company,
a PT association or a government-owned facility or as private individual.
c) Main Carrier User: tick the appropriate answer. The main carrier user is the mode of transport
which is the main mode of transport involved in unloading/loading of passengers and carrier
parking.
d) Type of Facility: this indicates the type of route end operation.
* Floating: main carriers do not stop to park; the area is used as turning point only.
* On-Street: main carriers use a roadway to park, load/unload passengers.
* Off-street: main carriers use an area which is not on a roadway, to park load/unload passengers;
this is of two types: with roof and no roof: open: tick the appropriate answer.
e) Terminal Location: write the street name, barangay and/or district and nearest landmark, on the
appropriate spaces.
f) Operating Period: indicate the operating hours of the terminal from what time up to what time.
g) PT Routes Served by the Terminal: write all PT routes served by the terminal (i.e. Route Name).
For each route, indicate the type of service (e.g. bus, jeepney, tricycle, etc.) and the number of
operating units.
h) Facilities Related to Operation: indicate data on:
* no. of parking slots for main carrier users
* no. of slots in unloading bay
* no. of slots in loading bay
Note: In many terminals, parking slots are also used both for loading/unloading activities. If this is
so, make a short note regarding this situation.
* Passenger accommodation: estimate/count the number seating spaces available for waiting
passengers and other available spaces without seats that can be used by passengers while waiting
for boarding.
i) Terminal Fee: write the terminal fee rate in P/entry/unit for: (a) main carriers; (b) passengers
j) Terminal Users Count: This is a day-long count (say (6:00 am to 8:00pm) of entry and exit volumes
of main carrier users and passengers. The count shall be made at all entry/exit points at the
terminal for main carriers and passengers. Counts are made on an hourly basis: number of carriers
entering and exiting, same thing for passengers. The column for accommodation can be made
later in the office.
k) Associations Using the Terminal: this is applicable usually for tricycle and jeepney terminals, where
there are involved associations. List the names of the associations, the type of service, and
number of units.
l) Terminal Layout: Make a general layout sketch of the terminal, indicating the main facilities (i.e.
loading/unloading bays, parking areas, passenger waiting, others), entry and exit points,
circulation flow of adjacent roads, etc.
The PT Terminal Survey form is shown in Figure B-7.
Annex B-16
Figure B-7: Public Transport Terminal Survey Form
Public Transport
PUBLIC TRANSPORTTerminal TERMINAL
Survey Form SURVEY FORM
Date of Survey : ______________________________
Name of Surveyor: ____________________________
Survey Time: From _________________ To: ____________________
Name of Terminal : _____________________________________________
Owner/Operator : _____________________________________________
Main Carrier User : Bus Jeepney Tricycle

AUV/Vans Minibus Pedicab Others: ______________ (specify)
Type of Facility : Floating On-Street Off-Street

If Off-Street: With Roof Open: No Roof
Location: Street Name: ________________________________
Barangay/District: ____________________________
Nearest Landmark: ___________________________
Operating Period: From: _________________ To: _______________
PT Routes Served by the Terminal:
Route Name Type of Service No. of Operating Units

1.
2.
3.
Facilities Related to Operation:
a) Main Carrier Parking: No. of Parking Slots : ______________

b) Unloading Area : ______________
c) Loading Area : ______________
d) Passenger Waiting Area : Approximate no. of passengers that can be
accommodated:
No. of seats: ____________
Other spaces (with no seats): _______
Terminal Fee: P/entry/unit:
Main Carrier users : ______________

Passenger : ______________
Annex B-17
Continuation Figure B-5…
PT Terminal Survey Form (con’t)

Terminal Users Count: (For users which involve long parking time and unloading/unloading activities:
Time Main Carrier Passenger

Entry Exit Accumulation Entry Exit Accumulation
0500-0600
0600-0700
0700-0800
0800-0900
0900-1000
1000-1100
1100-1200
1200-1300
1300-1400
1400-1500
1500-1600
1600-1700
1700-1800
1800-1900
1900-2000
Associations Using the Terminal:
Name of Association Type of Service No. of Members No. of Carriers
Sketch Terminal Layout and Entry/Exit Circulation:
Annex B-18
H. ROAD INVENTORY SURVEY
For purposes of traffic impact analysis, the main information needed in a given road section are as follows:
● Width of carriageway
● Type of pavement
● Number of lanes per direction
● Median width (if there is one)
● Width of sidewalk (per side)
● Type of sidewalk pavement
● Roadside friction characteristics (per side)
- light
- medium
- heavy
A sample road inventory information is shown in Figure B-8.
Annex B-19
Figure B-8: Sample Road Inventory Information
Annex B-20
ANNEX C:
SAMPLE DATA PROCESSING
80
Local Public Transport Route Plan Manual Annex C
ANNEX C
Sample Data Processing
A. Sample License Plate Survey Data Processing
License Plate Survey Analysis
Route A-B
A B
Direction A B Direction B A
Time Plate No. Time Plate No.
6:15 am AAE 456 6:20 am AAB 123
6:50 am AAG 678 8:00 am AAF 567
8:30 am AAB 123 7:30 am AAE 456
9:00 am AAE 456 8:30 am AAG 678
10:00 am AAF 567 10:00 am AAB 123
10:30 am AAG 678 11:00 am AAE 456
12:00 noon AAB 123 11:30 am AAF 567
1:15 pm AAE 456 12:00 noon AAG 678
1:30 pm AAF 567 2:30 pm AAB 123
2:30 pm AAG 678 2:45 pm AAF 567
3:30 pm AAF 567 3:00 pm AAE 456
4:00 pm AAB 123 3:45 pm AAG 678
4:30 pm AAE 456 4:20 pm AAF 567
5:30 pm AAG 678 6:00 pm AAE 456
One-Way Volume 14 One-Way Volume 14
To determine NU, NRT, AOV

06:30am AAB123 07:00am AAF567
08:30am AAB123 10:00am AAF567
10:00am AAB123 Veh 1 11:30am AAF567
12:00nn AAB123 01:30pm AAF567 Veh 3
02:30pm AAB123 02:45pm AAF567
04:00pm AAB123 03:30pm AAF567
04:20pm AAF567
06:15am AAE456 06:50am AAG678
07:30am AAE456 08:30am AAG678
09:00am AAE456 10:30am AAG678
11:00am AAE456 Veh 2 12:00nn AAG678 Veh 4
01:15pm AAE456 02:30pm AAG678
03:00pm AAE456 03:45am AAG678
04:30pm AAE456 05:30pm AAG678
06:00pm AAE456
NU = 4
(AOV) : Average One-Way Volume = 14 + 14 = 14
2
AOV = NU x NRT
NRT = AOV/NU
= 14/4
= 3.5
Annex C-1
B. Sample Boarding and Alighting Data Processing
1. For a given PT route by mode type, BAS is conducted on a sampling basis. At least three (3) round
trips per day shall be surveyed, one in the morning peak hours, one in the mid-day (off peak) and
one in the afternoon peak hours. For example, consider the following route ABCD.
In one round trip of a vehicle, the observed data are as follows:
3km 5km 2km

A B C D
(stop) (stop) (stop) (stop)
Direction A B C D
A to D 12 - 15 7 6 10 - 16
D to A - 10 6 14 11 6 13 -
Determining passenger load per section:
Section Passenger Load Section Passenger Load

A-B 12 D-C 13
B-C 12+15-7= 20 C-B 13+11-6 =18
C-D 20+6-10= 6 B-A 18 + 6- 14 = 10
Repeat the same survey for at least two (2) more round trips and determine the passenger load per
route section as shown above. The seating capacity of the vehicle is also recorded.
Based on the surveyed data for at least three (3) round trips a day, the average passenger load per
vehicle per route section can be determined. For example, based on the survey, the following average
passenger load data have been determined.
Average Passenger Load per Vehicle:

8 20 10 D
A 14 B 18 C
12
Similarly, the average seating capacity (ASC) of the surveyed vehicles can also be determined.
In summary, the following additional operating characteristics of the surveyed route can be
determined.
APL – average passenger load per vehicle per route section (see above example);
ASC – average seating capacity (as explained above)
TRT – travel time between route ends (as observed in the survey)
ATS – average travel speed (to be computed)
TWT – average terminal waiting time at each route end (as observed in the survey)
TAT – average turnaround time per round trip
where TAT = TRT1 + TRT2 + TWT1 + TWT2
TRT1 – travel time one direction

TRT2 - travel time, other direction
TWT1 – terminal waiting time at one route end
TWT2 – terminal waiting time at the other route end
Annex C-2
Note that time is recorded at each stop including the route ends. In so doing, total travel time from
one route end, say, A to the other route end, say D can be determined. For the other direction, D to
A, total travel time can also be similarly determined. The surveyor must also record the terminal
waiting time (the total dwell time of the surveyed vehicle) at route ends A and D. Thus, for each
surveyed roundtrip, turnaround time (TAT) can be determined. Subsequently, the average TAT for
the route can be determined.
To illustrate, suppose the average values generated from the survey are as follows:
TRT from A to D = 34 min.

TRT from D to A = 26 min.
TWT at D = 30 min.
TWT at A = 45 min.
Then, TAT = 34 + 30 + 26 + 45
TAT = 135 min.
TAT = 135 = 2.25 hrs.
60
ATS (A to D) = 10 km = 17.6 kph
34 min/60
ATS (D to A) = 10 km = 23.1 kph
26 min/60
For this example, the average daily load factor (ALF) of the subject route can be computed, as
follows:
3km 5km 2km D
A B C
From the above figure, route length (RL) is 10 km. To determine the average daily load factor (ALF)
of the route, the following data shall be completed:
Total Capacity of the route (RCAP)

Actual passenger utilization (APU)
The total capacity of the route depends on:
Average Seating Capacity (ASC)

Number of Units in Operation (NUO)
Actual Number of Roundtrips per Day (NRT)
ASC can be determined from the BAS while NUO and

NRT can be determined from the LPS. As an example, suppose for the subject route:
ASC = 20 (PUJ)
NUO = 25 (from LPS)
NRT = 6 (from LPS)
RCAP = ASC * RL * 2 * NRT * NUO

Substituting values:
RCAP = 20 x 10 x 2 x 6 x 25
RCAP = 60,000 pax-km/day
The actual passenger utilization (APU) is computed based on the average passenger load data from
the BAS.
Annex C-3
(8) (20) (10)
3km 5km 2km D

A B C
(14) (18) (12)
(Ave. Pax Load/veh)
Actual passenger utilization per vehicle is computed as follows:
Link Ave. Pax Distance Pax Utilization

Load/veh (km) (pax-km)
AB 14 3 42
BA 8 3 24
BC 18 5 90
CB 20 5 100
CD 12 2 24
DC 10 2 20
Pax Utilization/Veh/round trip 300 pax-km
NUO (from LPS) = 25

NRT (from (LPS) = 6
APU = Pax utilization per veh per round trip * NUO * NRT
APU = 300 x 25 x 6
APU = 45,000 pax-km/day
Thus, average daily load factor (ALF),
ALF = APU/RCAP
= 45,000 pax-km/day
60,000 pax-km/day
ALF = 0.75
C. Sample Traffic Analysis Data Processing
1. Sample AM Peak Traffic Volume Data

(from Traffic Volume Count Survey)
Road Section: A B
AM Peak Hour Volume (7-8 am)
Direction Vehicle Traffic Volume (vehicles per hour)
Private Motorcycles Tricycles Jeepneys UV vans Buses Light Total
Cars Trucks
A to B 964 154 101 205 86 56 47 1,613
B to A 738 138 100 190 77 52 52 1,347
2. Convert Vehicle Volume to equivalent passenger car units (PCU).
To convert vehicle volume to PCU, the following PCU factors shall be used:
Vehicle Type PCU Factor

Private Car 1.0
Motorcycle 0.5
Tricycle 0.75
Annex C-4
Jeepney 1.5
UV van 1.5
Bus 2.5
Light Truck 2.0
Heavy Truck 3.0
Conversion table to PCU

AM Peak Hour:
Vehicle Type Section AB Section BA
No. of PCU Factor Volume in No. of PCU Factor Volume in
Vehicles pcu/hr Vehicles pcu/hr
Private cars 964 1.0 964 738 1.0 738
Motorcycles 154 0.5 77 138 0.5 69
Tricycles 101 0.75 76 100 0.75 75
Jeepneys 205 1.5 308 190 1.5 285
UV vans 86 1.5 129 77 1.5 116
Buses 56 2.5 140 52 2.5 130
Light Trucks 47 2.0 94 52 2.0 104
Total 1,613 - 1,788 1,347 - 1,517
For example, the road characteristics derived from the road inventory survey are as follows:
Road Section Carriageway No. of Lanes Ave. Lane Basic Capacity Road Capacity
Width (m) Width (m) (pcu/lane/hr)1 (pcu/hr)
AB 6.2 2 3.1 900 1,800
BA 6.15 2 3.07 900 1,800
1 If road is divided by a median and lane width is at least 3 meters, basic capacity is 900 pcu/lane/hour.
Annex C-5
ANNEX D:
EVALUATION CHECKLIST
81
Republic of the Philippines
Annex D
Land Transportation Franchising & Regulatory Board
EVALUATION CHECKLIST
Local Public Transportation Route Planning Project
[ ] City [ ] Municipality [ ] Province

LGU Name:
LGU Code:
Name of Evaluator:
Name of Region:
Evaluation Date:
Recommendation: [ ] Issue Certificate of Compliance
[ ] Issue Certificate of Non-Compliance
PART 1
ITEM YES NO REMARKS
1 INTRODUCTION
1.1 Rationale
1.2 Legal Framework and Composition of LPTRP
Team
1.3 LGU Brief History
1.4 Geographical Location, Land Area, and
Political Subdivisions
2 STUDY AREA / CORRIDORS
2.1 Population Trends
2.2 Educational Facilities and Enrollment
2.3 Employment
2.4 Housing
2.5 Commercial and Industrial Establishments
3 EXISTING ROAD CONDITIONS AND PUBLIC
TRANSPORT ROUTES
3.1 Existing Road Network and Traffic Condition
3.2 Public Transport Routes
4 TRANSPORT SURVEYS AND LAND USE
DATA
4.3 Gathering of Data
- License Plate Survey
- Boarding and Alighting Survey
- Driver’s Interview Survey
- Tricycle and Habal-habal Operations Survey
- Public Transport Terminal Survey
- Classified Traffic Volume Count Survey
- Road Inventory
5 ASSESSMENT OF EXISTING PUBLIC
TRANSPORT OPERATIONS
5.1 Existing Public Transport Operations
5.2 Public Transport Demand Estimate
6 CURRENT PUBLIC TRANSPORT ISSUES
AND PROBLEMS
6.1 Public Transport Issues/Problems
1
Annex D
PART 1
ITEM YES NO REMARKS
6.2 Development Constraints
7 PUBLIC TRANSPORT OBJECTIVES AND
STRATEGIES
7.1 Socio-Economic Development Goals
7.2 Transport Development Plan
7.3 Proposed Transport Projects
7.4 Public Transport Improvement Objectives
7.5 Public Transport Development Strategies
8 PUBLIC TRANSPORT ROUTES
IDENTIFICATION AND EVALUATION
8.1 Planning Considerations for Updated Route
Structure
8.2 Determination of Routes and Required
Number of Units
9 PLAN MONITORING AND EVALUATION
SYSTEM
9.1 Purpose of Monitoring and Evaluation
9.2 Public Transport Performance Indicators
9.3 Schedule of Monitoring and Evaluation
9.4 Conduct of Monitoring and Evaluation
9.5 Reporting and revisions of the LPTRP
10 SUMMARY OF RECOMMENDED ROUTES
(LPTRP)
10.1 Summary of Recommended Routes: LGU
LPTRP
- Short Term
* list of routes by mode type and
corresponding route description
* recommended fleet size per route
* route map
* location of terminals and stops (map)
- Medium Term (5th Year)
* list of routes by mode type and
corresponding route description
* recommended fleet size per route
* route map
* location of terminals and stops (map)
ANNEX
1. Executive Order Creating LPTRP Team
2. Survey Results Tables and Diagrams
3. List of Data Sources and Other References
2
Annex D
PART 2: CHECK FOR COMPLETENESS AND COMPLIANCE

If there is a single “No” answer, Issue a Certificate of Non-Compliance (CNOC).
Items Yes No Remarks
1 Does the LPTRP cover routes only within the LGU’s
jurisdiction?
OFG Section 3:
LPTRPs submitted by city and municipal LGUs shall cover
intra-city or intra-municipal routes.
LPTRPs submitted by provincial LGUs shall cover intra-
provincial routes.
2 Does the LPTRP contain the following details? (OFG Sec 4.1)
a. List and map of existing public transportation routes
b. List and map of proposed routes
c. Estimated existing and forecasted passenger demand for
each proposed route
d. Inventory of available transport facilities
e. Off-street terminals in route ends
PART 2: REVIEW OF COMPLIANCE TO OFG.
3 Does each route have only one Origin and one Destination?
A single route cannot have multiple origins or multiple
destinations.
BUS ROUTES
4 Are there Public Utility Bus routes in the LPTRP?
(If YES, answer 4a.)
4a Do all bus routes pass through the following road types?
Arterial roads, highways, expressways, and identified collector
roads.
(If NO, answer 4b.)
4b If there are violations to the statement above:
Are the violations sufficiently justified?
Are the justifications acceptable?
MINI-BUS ROUTES
5 Are there Mini-bus routes in the LPTRP?
(If YES, answer 5a and 5b.)
5a Do all Mini-bus routes pass through the following road types?
Major arterial roads, highways, expressways and identified
collector roads.
(If NO, answer 5b)
6 Do the routes pass through corridors with passenger demand
not exceeding 5,000 passengers per peak hour per direction
(pphpd)?
6a If there are violations to the question above:
PUJ ROUTES
7 Are there Public Utility Jeepney routes in the LPTRP?
7a Do all PUJ routes pass through the following road types?
Arterial, collector, and local roads. Feeder roads to mass
transit lines and bus routes.
3
Annex D

Note: In Metro Manila, PUJs are not allowed to run along
EDSA and national highways/expressways in highly urbanized
areas.
(If NO, answer 7b)
(pphpd)?
9 Do the PUJ routes follow the allowable maximum distance?
(If NO, answer 9a.)
Maximum distances per OFG Sec. 2.5:
15 km for Highly urbanized cities, independent component
cities, and component citie.s
35 km for Inter-regional, inter-provincial, provincial, and
municipal routes.
For PUJ loop services, the loop length shall be covered by
similar restrictions.
Are the justifications acceptable? Refer to Appendix A for
exceptions.
UV EXPRESS ROUTES
10 Are there UV Express routes in the LPTRP?
10a Do all UV Express routes pass through the following road
types?
Arterial, collector, and local roads. Feeder roads to mass
transit lines and bus routes.
Note: In Metro Manila, UV Express are not allowed to run
along EDSA and national highways/expressways in highly
urbanized areas?
(If NO, answer 12b)
(pphpd)?
12 Do the UV Express routes follow the allowable maximum
distance?
Maximum distances per OFG Sec. 2.5:
35 km for Highly urbanized cities, independent component
cities, and component cities
4
Annex D

municipal routes originating or terminating in Metro Manila
municipal routes not originating or terminating in Metro Manila
Are the justifications acceptable? Refer to Appendix A for
exceptions.
FILCAB ROUTES
13 Are there Filcab routes in the LPTRP?
13a Do all Filcab routes pass through the following road types?
Fixed routes (regular, limited stop and/or express) and intra-
zonal within a specified area as authorized. Operation shall be
prohibited on arterial roads, highways, and expressways.
not exceeding 500 passengers per peak hour per direction
(pphpd)?
NEW OR DEVELOPMENTAL ROUTES
15 Are there new or developmental routes in the LPTRP?
(If YES, proceed to the next question.)
16 Are there new/developmental routes that overlap with other
routes?
17 If there is a new route that overlaps with another route, is the

overlap more than 25% of the length of the affected route?
(If YES, there is a violation of the overlap policy in OFG Sec.

2.4. Answer 17a to check if the violation falls under the
exceptions.)
17a If there is a violation to the overlap policy, does it fall under the
exceptions stipulated in OFG Sec. 2.4? Refer to Appendix B
for exceptions.
Evaluated by: Noted:
________________________ ______________________________
Signature over Printed Name Head of Office over Printed Name
5
ANNEX E:
TEMPLATE FOR THE MAPS AND TABLES TO BE
CONTAINED IN THE LPTRP REPORT
82
Local Public Transport Route Plan Annex E
2021-2023
CHAPTER I
INTRODUCTION
Rationale
Instruction Include rationale and/or introduction of the PUV Modernization Program e.g., concerns in the Philippine
transport system e.g., traffic, unreliable services, etc.
Sample Public transport is one of the most vital and significant aspects in society where it can transform the
communities and the lives of the people living in them by spurring economic growth; enabling trade, facilitating
access to markets and shaping land use and development patterns.
The PUV Modernization Program, with the DOTr Department Order No. 011 series of 2017, or otherwise
known as Omnibus Guidelines on the Planning and Identification of Public Roads Transportation Services
and Franchise Issuance of Omnibus Franchising Guidelines (OFG) as the core legal basis, aims to provide
a reliable, safe, adequate, accessible, environment-friendly, efficient, and comfortable public road
transportation throughout the country consistent with the Executive Order 125-A and Administrative Order
202, s.1987.
Instruction Include rationale of the Local Public Transport Route Planning.
Sample DOTr recognized the need to depart from the long-standing exclusive reliance on private sector initiative in
serving local road transport local requirements. Further, it recognizes the mastery of LGUs of their own
mobility and accessibility needs as well as of the local policies and ordinances that were established to
address local transportation problems. being in-charge of formulating the Comprehensive Land Use Plan
(CLUP), Zoning Plans, and Traffic Management Plans. Hence, the DOTr’s policy is to have a local-level
public transport planning approach in line with RA 7160 or The Local Government Code of the Philippines.
LGUs shall endeavour to provide adequate, effective, and efficient transportation facilities that would
provide access and mobility for its people to pursue socio-economic activities, as reflected in its CLUP. In
accordance with the DILG-DOTr Joint Memorandum Circular No. 001, s. 2017, the Local Public Transport
Route Plans (LPTRPs) shall be the minimum requirement for the issuance of Certificate of Public
Convenience (CPC). Upon approval of the LPTRPs, the LTFRB Office in-charge shall update the franchise
information based on the changes made by the LGU; existing operators also filed for undertaking to comply
with the approved LPTRP and Route Rationalization Study.
Legal Framework and Composition of LPTRP Team
Instruction Cite legal basis for the formulation of the Plan and the LPTRP Team
Sample LGUs shall designate focal persons in their respective planning and development offices who will be
responsible for the preparation of the LPTRP. This is mentioned in the following issuances:
● DILG-DOTr JMC No. 001, s. 2017
● DOTr DO 2017-011 or the Omnibus Franchising Guidelines
● DILG MC 2018-060
Instruction Mention the Executive Order (EO) establishing the LPTRP Team and offices included in the team. Signed
EO shall also be attached in the Annex.
Sample The Executive Order No. ___, s. ___ created the LPTRP Steering Committee and Technical Working Group.
It is composed of the following offices: (NOTE: This is only a sample LPTRP Team composition; you may
include and exclude some offices, as deemed necessary.)
Annex E-1
2021-2023
LPTRP COMMITTEE:
Chairperson : Provincial Governor

Vice-Chairperson : Provincial Administrator
Members : Sanggunian Panlalawigan Member
Chair, Committee on Transportation and Utilities
: Provincial Planning and Development Office
: Prov’.l Disaster Risk Reduction Management Office
: Office of the Prov’l. Director, Philippine National Police
: Dept. of the Interior and Local Government
: District Land Transportation Office
: Dept. of Public Works & Highways, 1st District Office
: Dept. of Public Works & Highways, 2nd District Office
: Provincial Tourism Office
: NGOs – Commuters, Drivers and Operators Association
TECHNICAL WORKING GROUP:
Head : Provincial Planning and Development Office

Assistant Head : Provincial Engineering Office
Members : Sanggunian Panlalawigan Member
Chair, Committee on Transportation and Utilities
: Prov’.l Disaster Risk Reduction Management Office
: Office of the Prov’l. Director, Philippine National Police
: Dept. of the Interior and Local Government
: District Land Transportation Office
: Provincial Tourism Office
: Dept. of Public Works & Highways, 1st District Office
: Dept. of Public Works & Highways, 2nd District Office
: NGOs – Commuters, Drivers and Operators Association
The Team is composed of representatives of the various sectors which shall be considered in the route
planning process. (NOTE: You may also include reasons for inclusion of the said offices, or organizations)
LGU Brief History
Instruction Include a narrative on the creation of the LGU, and important milestones all throughout the years.
Geographical Location, Land Area, and Political Subdivisions
Instruction Include location and a brief discussion of these maps.
Instruction Include political area and subdivision, and administrative map, and a brief discussion of these data.
Political Subdivisions and their Land Areas

First District Land Area Second District Land Area
Municipalities/City Hectares % of Total Municipalities/City Hectares % of Total
Annex E-2
2021-2023
Sub-Provincial Total
PROVINCIAL TOTAL
Sample Location Map

From the approved LPTRP of Dinagat Islands
Annex E-3
2021-2023
CHAPTER 2
STUDY AREA/CORRIDORS
Population Trends
Instruction Include population size, density, and growth rates by city/municipality, or by barangay, map of the LGU
showing population and/or population density, and narrative on the said data.
Annual Population, Pop. Growth Rate, Density, Area by City/Municipality

Municipality/ Area Population Population APGR DENSITY
City (sq. km.) 20__ 201__ 20__-20__
20__ 20__
Barangay 1
Barangay 2
Barangay 3
Barangay 4
Municipal Total
Household Population by Age and Sex, as of ________
Age Male Female Total Proportion
0-4
5-9
10-14
15-19
20-24
25-29
30-34
35-39
40-44
45-49
50-54
55-59
60-64
65-69
70-74
Annex E-4
2021-2023
Age Male Female Total Proportion
75-79
80 and over
Total
Urban and Rural Areas, as of _______
Province Urban Rural
City/Municipality No. of Population No. of Population No. of Population

Barangays Barangays Barangays
Municipality 1
Municipality 2
City 1
City 2
Sample Population Density Map

From the Approved LPTRP of Sorsogon
Annex E-5
2021-2023
Educational Facilities and Enrollment
Instruction Include inventory of institutions within the LGU, may be per city/municipality for province or by barangay for
city/municipality, include location map of institutions, highlight those with high student population and
narrative re such data.
Inventory of Educational facilities, as of ________

No Education Address Levels Catered Type Student
Institution Population
(Municipality or Barangay) (Primary, Secondary, (Public or Private) (estimate)

Tertiary, etc.)
(Note: Add a collatilla saying that limited to no face-to-face classes are being conducted due to the current situation.)
List of Enrollment in Government and Private Schools by Level of Education, S.Y. ___________
Grade Level Private Public Total
Pre School
Elementary
Secondary
Senior High School
Higher Education
Total
(Note: Add a collatilla saying that limited to no face-to-face classes are being conducted due to the current situation.)
Annex E-6
2021-2023
Sample Map of Educational Facilities Within the LGU

From the draft LPTRP of Zamboanga del Norte
Annex E-7
2021-2023
Employment
Instruction Include employment and unemployment statistics, data on major sources of income, and location map of
major establishments e.g., commercial, industrial, etc.
Number of Families by Main Source of Income, as of ________

Main Sources of Income No. of Families Percentage
Agricultural
Crop Farming and Gardening
Livestock and Poultry Raising
Fishing
Forestry and Hunting
Non-Agricultural
Wholesale and Retail
Manufacturing
Community, Social, Recreational &

Personnel Services
Transportation, Storage & Com. Services
Mining and Quarrying
Construction
Entrepreneurial Activities-N.E.C.
Other Sources of Income
Net share of crops, fruits & veg. & livestock, etc.
Cash receipts, gifts & other forms of assistance from Abroad
Cash receipts, Support, Asst & Relief from D.S.
Rental from Non-agri. Lands, Bldgs, Spaces etc.
Interest from Bank Deposits and Loans
Pension & Retirement, Workman's Comp. & SS Benefits
Institutional value of owner-occupied dwelling units
Net Receipts from Family Sustenance Activities
Dividends from Investment
Goods & Services received as gifts
Other Source of Income-N.E.C.
Total
Annex E-8
2021-2023
Number of Total Employment, Industry and Employment Size (MSME), as of __________

Industry Total Total Employment
Employment
Micro Small Medium Large
Agriculture, Forestry and Fishing
Manufacturing
Electricity, Gas, Steam and Air Conditioning Supply
Water Supply; Sewerage, Waste Management and

Remediation Activities
Construction
Wholesale and Retail Trade; Repair of Motor Vehicles

and Motorcycles
Transportation and Storage
Accommodation and Food Service Activities
Information and Communication
Financial and Insurance Activities
Real Estate Activities
Professional, Scientific and Technical Activities
Administrative and Support Service Activities
Education
Human Health and Social Work Activities
Arts, Entertainment and Recreation
Other Service Activities
Total
Inventory of Major Establishments

Major Establishments Address Total
Employment
Annex E-9
2021-2023
Sample Map of Major Industries

From the approved LPTRP of Palawan
Housing
Instruction Include census housing statistics e.g., no. of households and household sizes, Gawad Kalinga Projects and
other related projects, location map of residential areas, and narrative or map of planned residential
developments.
Number of Households and Average Household Size by Municipality, Census Years _________
Municipality 2010 2015
No. of Average No. of Average

Households HH Size Households HH Size
Barangay 1
Barangay 2
Barangay 3
Municipal
Annex E-10
2021-2023
Inventory of Housing Project Sites, as of _________

Housing Project Sites Total No. Units Completed Under Not yet
Construction Constructed
Subdivisions
Subdivision 1
Subdivision 2
Gawad Kalinga
Location 1
Location 2
Core Shelter Assistance Project
Location 1
Location 2
xxx
Location 1
Location 2
Total
Sample Map of Housing Facilities

From the approved LPTRP of Sorsogon
Annex E-11
Transport Corridors and Facilities
Instruction Include data on roads and bridges. Include a narrative, if any, of planned or ongoing road developments.
Inventory of Roads, as of _______

Name of Road City, Municipality Classification Surface Type Condition Length Width
Covered
(Note: Summary will be presented in Chapter 3.)
Inventory of Bridges, as of ______

Name of Bridge Location Type Classification Condition Length Width Weight
Restriction
Instruction Include data on land, ports, seaports, and airports. For land terminals, indicate address/landmark, routes and
modes catered and capacity (if data is available). For seaports and airports, include a narrative or list of
flights and trips catered, including schedules. Include a location map of major transport facilities.
Inventory of Land Transport Terminals, as of _________

No. Name Address Routes catered Mode Capacity
CITY
1 Route XXX PUJ XXX

Route XXX
2 Route XXX PUB XXX

Route XXX UV
3 Route XXX PUJ No data available
Inventory of Airport/s, as of ________

No. Name Address Trips catered Schedule
1 XXX - Manila Everyday
XXX - Cebu Twice a week
Annex E-12
2021-2023
Inventory of Seaport/s, as of _________

No. Name Address Trips catered Schedule
1 XXX - Cebu Twice a week
Sample Circulation Route Map

From the draft LPTRP of Zamboanga del Norte
Annex E-13
2021-2023
Spatial Development Framework
Instruction Include existing and proposed land uses as indicated in the CLUP or PDPFP. Include a map.
Sample Land Use Map from the Approved LPTRP of Batangas
Instruction Include spatial development issues and challenges, and spatial strategies. Include corresponding
frameworks or maps.
Area of Focus Spatial Development Issues and Spatial Strategies

Challenges
Settlement
Land Resource Management
Infrastructure
XXX
Annex E-14
2021-2023
Sample Transport/Infrastructure Framework Map

from the draft LPTRP of Zamboanga del Norte
Annex E-15
2021-2023
CHAPTER 3
EXISTING ROAD CONDITIONS AND PUBLIC TRANSPORT ROUTES
Road Network
Instruction With reference to Chapter 2, include summary of road network and road network map.
Road Network by Category and Surface Type

Road Category Concrete Asphalt (km) Gravel Earth
(km) (km) (km) Total %
(km) Total
National
Provincial
Municipal
Barangay
Total 100.00%
% of Total 100%
Sample Road Network Map

from the approved LPTRP of Sorsogon
Annex E-16
2021-2023
Public Transport Routes and Operators
Instruction Include inventory of existing intra-LGU fixed routes. Request from LTFRB, if you do not yet have such data.
Inventory of existing intra-LGU fixed routes (source: LTFRB Franchise data, as of _______)
No Route Name Length Mode NAU
(km)
Cebu City - Danao City
1 Cebu City - Danao City PUB 2
2 Danao City-Cebu City & Vice Versa Minibus 16
3 Danao City-Cebu City (SM City) Minibus 35
4 Danao City-Cebu City, Route 27 Minibus 44
5 Danao City-Foodland via AS Fortuna Minibus 8
6 xxx
Cebu City - Toledo City
7 xxx
Sample Consolidated Route Map of Existing Intra-LGU Fixed Routes

Annex E-17
2021-2023
Instruction Include inventory of existing fixed routes touching the LGU. Request from LTFRB, if you do not yet have
such data.
Inventory of existing fixed routes touching the LGU (source: LTFRB Franchise data, as of _______)
No Route Name Length Mode NAU
(km)
Pampanga - Metro Manila
1 Cubao - Dau
2 xxx
3 xxx
4 xxx
5 xxx
6 xxx
Pampanga - other parts of Region III
7 North Luzon Exchange Terminal - Dau
Pampanga - CAR
8 xxx
Touching Pampanga
8 Cubao - Tarlac via Dau

(Note: For island cities/municipalities/provinces, include RORO bus services.)
Sample Consolidated Route Map of Routes Touching the LGU

from the approved LPTRP of Batangas
Annex E-18
2021-2023
Instruction Include inventory of existing non-fixed route services within or touching the LGU. Request from LTFRB, if
you do not yet have such data.
Inventory of existing non-fixed routes within or touching the LGU (source: LTFRB Franchise data, as of _______)
No Service Area NAU
Taxi
1 Cebu City to any point in Cebu 30
2 Lapu-Lapu City to any point in Cebu 30
3 xxx
Tourist Transport
4 xxx
School Transport Service
5 xxx
(Note: Include a narrative if there are no existing non-fixed routes within or touching the LGU.)
Instruction List down other routes which, based on your experience or observation, are existing even without the list).
These may be colorum services which must be considered in the LPTRP and may be propsoed as part of
the LPTRP to legalize their operations.
Sample list “colorum” operations within the LGU

No. of Units
Route Mode
(estimate)
Instruction For LGUs with existing tricycle services (especially for municipality or city, and the province if the services
traversed from one municipality/city to another), include an inventory of such services and include details on
roads traversed and overlap with higher mode, if any. This shall be used to ensure that the tricycle and the
like services will not compete with higher modes of transportation for efficiency and safety purposes (as
stipulated also in the DILG MCs and DILG-DOTr JMCs).
Inventory of existing tricycle services within the LGU (source Traffic Management Unit data, as of ______)
No Service Area NAU Traversing Road Overlap with higher mode
National Provincial Barangay Mode Route
1 Poblacion to Brgy. xxx 45 PUJ Poblacion to Brgy. xxx
2 Brgy. aaa to Brgy. bbb 30 NA NA
3
(Note: Leave the overlap blank or indicate N/A if it does not overlap with higher mode e.g., Filcab, PUJ, PUB.)
Annex E-19
2021-2023
Sample Consolidated Tricycle Route Map

from the workshop output of Santa Cruz, Marinduque
(NOTE: May be presented as service areas as most tricycle services don’t have fixed routes)
Instruction With reference to Chapter 2, include a narrative on the major land transport terminals in the LGU. Also,
include a narrative should there be on-street terminals being utilized in the LGU. Add a map of existing and
proposed terminals, if any.
Sample Map of Existing and Proposed Land Transport Terminal

Annex E-20
2021-2023
CHAPTER 4
ASSESSMENT OF PUBLIC TRANSPORT OPERATIONS
Public Transport Performance
Instruction Include public transport operational characteristics of all fixed routes and tricycle operations. Use the
matrix below as a guide on obtaining the required information for the assessment.
Data Possible Sources
Route Name LTFRB franchise data. It should be the name in the LTFRB database or general name if there are routes
with the same service and structure but different names.
Mode LTFRB franchise data. It should be the mode in the LTFRB database.
Actual route Observation. Include the route structure (all streets being traversed by the route) as observed. It may be
alignment similar to the via indicated in the LTFRB database but is more detailed.
Sample from the approved LPTRP of Bacolod City
AIRPORT SUBD. – CENT. MARKET (LOOP)

Terminal in Airport Subd., JR Torres St., Magsaysay Ave., Araneta Ave., Gatuslao St. South Capitol Rd.,
San Juan St.,Burgos Ave., Father M. Ferrero St., Rizal, Palanca, Luzuriaga St., San Juan St., MV Berueda,
Quezon Ave., Araneta Ave., Magsaysay Ave., JR Torres St., Terminal in Airport Subd.
Actual no. of units Survey data (license plate survey).
operating/day Interview. Ask drivers how many times a week do they operate (e.g., 5/7) then multiply the average
percentage to the NAU.
Actual no. of hours Interview. Ask drivers or operators about the usual no. of hours in operation/day.
in operation/day Observation. Indicate the usual no. of hours of operation as observed.
You may also include operational hours itself.
Average travel Travel Time Survey.
speed Observation. You may try plying the route on peak hour to get the peak hour speed.
Google map. You may check the google map form the travel time for that route at a certain time you should
indicate (preferred to be peak hour).
Terminal waiting Interview. Ask drivers or operators or commuters on usual waiting time at the terminals. Observation. As a
time commuter, indicate the usual waiting time at the terminals.
Average no. of Survey data (license plate survey).
round-trips/day Interview. Ask drivers or operators on no. of usual roundtrips per day. Take note that these are actual
roundtrips, not as computed using the distance and the travel speed.
Observation. Based on conversation or experience with drivers or operators, indicate usual no. of roundtrips
per day.
Average daily load Survey data. Reference specific sections in Chapter 7.
factor Traveling population of the city/municipality or the brgy.
Average seating Observation. Based on observation of current units being used, indicate the usual seating capacity
capacity (excluding the driver).
Route map Route alignment observed. A consolidated map (preferred) for all routes may be included instead of
individual route maps.
Annex E-21
2021-2023
Public Transport Assessment (data based on _______, _______, ________)

No Route Name Actual route Mode Actual Actual Ave. Termina Ave. no. Ave. Ave.
alignment no. of no. of travel l waiting of daily seating
units hours in speed time round- load capacity
operatin operatio trips/da factor
g/day n/day y
1
4
(Note: Include a collatilla saying that the assessment reflects pre-COVID situation.)
Traffic Impact Analysis in Critical Road Sections
Instruction Enumerate critical (vulnerable or congested) road sections based on observation. If you think there is
none, include a narrative saying no critical sections are present at the moment.
Instruction If there are critical sections identified, indicate peak hour vehicle volume (or daily, if that is the one
available and just convert it to peak hour volume by multiplying it to 10%) and convert it to passenger
capacity unit (PCU).
Road section Vehicle Type Daily volume Peak hour PCU Factor Volume in
per AADT volume (10%) PCU/hr
AAA Rd. Private Car 1.0
Motorcycle 0.5
Jeepney 1.5
Bus 2.5
Light Truck 2.0
Heavy Truck 3.0
Total NA
(Note: You may also use data from the Traffic Volume Count Survey.)
Annex E-22
2021-2023
Instruction After converting the vehicle volume to PCU, compute for the volume capacity ratio.
VCR = Volume in pcu/hr

Capacity in pcu/hr
If the road is divided by a median and lane width is at least 3 meters, basic capacity is 900 pcu/lane/hour.
Instruction Assess Level of Service (LOS) based on computed VCR. Refer to the matrix below.
Level of Characteristics VCR

Service
A Condition of free flow with high speed and Low traffic volume. Drivers can 0.00 - 0.19
choose desired speed without delays.
B In the zone of stable flow. Drivers have reasonable freedom to select their 0.20 - 0.44
speed.
C In the zone of stable flow. Drivers are restricted in selecting their speed. 0.45 - 0.69
D Approaches unstable flow with nearly all drivers restricted. Service volume 0.70 - 0.84
corresponds to tolerable capacity.
E Traffic volume near or at capacity. Flow is unstable with momentary stoppage. 0.85 - 1.00
F Forced or congested flow at low speed. Long queues and delays. Greater than 1
Road section Volume in PCU/hr Road Capacity Volume Capacity Level of Service
(pcu/lane/hr) Ratio
Annex E-23
2021-2023
CHAPTER 5
PUBLIC TRANSPORT ISSUES AND PROBLEMS
Public Transport Issues/Problems
Instruction Enumerate and discuss observed problems. These may be based on observation, group discussion,
consolidated interviews, etc.
Sample transport issues and concerns (from the approved LPTRP of Sorsogon)
Major Elements of Land Transport System
Infrastructure Vehicles Users Policy
Motorist Passengers Commerce
Congestions – in Old and Presence of Undisciplined Violators of Absence of

terms of road Outdated illegally passengers with Truck Ban municipal/city
volume capacity model of PUVs operating regards to ordinance ordinances
especially in PUVs loading/ regarding carrying
town/city centre, (Colorum) unloading capacity limit of
number of junctions, stations each vehicle type
and unplanned
transport routes
Lack/Absence of Environmental Indiscriminate Patronizing Enforcement

Parking Spaces of issues on noise parking, illegally of Building Code
establishments and air loading and operating PUVs regulations on
especially in tow/city pollution unloading establishment with
center and or regards to parking
business districts of space, setbacks,
the province and sidewalks
Absence of Taking Absence of

Sidewalks/walk advantage of municipal/city
way in town/city circumstances ordinances
center resulting to regarding loading/
overcharging of unloading
far and regulations and
overloading locations
Unstrategic location Exploitative Unregulated

of terminals that competition street vendors in
caters all types of between town/city center
PUVs colorum PUVs especially in peak
and legally season
franchised
PUVs
Lack of Public Being Enforcement

Terminals that cater selective; in imposing
all types of PUVs refusal to penalties, sanctions
convey on violators
passengers
Annex E-24
2021-2023
Major Elements of Land Transport System
Infrastructure Vehicles Users Policy
Motorist Passengers Commerce
Lack/Absence of Out of lines Transport

proper PUVs inadequacy- transit
loading/unload system either over
ding location of or under used
PUVs and signages during peak and
lean hours
Lack of transport Over release of

technology system franchises
such as traffic lights (tricycles) without
in city/town centers consideration in
and major junctions volume capacity of
a certain area
Unplanned
accessibility and
circulations
Development Constraints
Instruction Enumerate and discuss the development constraints e.g., lack of funds / no sound financial basis, lack of
technical know-how, government and its political agenda, hazard prone areas/Environmental impacts
and degradation, insufficient public engagement.
Annex E-25
2021-2023
CHAPTER 6
PUBLIC TRANSPORT DEVELOPMENT OBJECTIVES AND STRATEGIES
Socio-Economic Development Goals
Instruction Discuss the LGU’s overall socio-economic development objectives as cited in PDPFP or CLUP.
Transport Development Plan
Instruction Summarize transport plan as per PDPFP or CLUP e.g., road development, bridge development,
ports/airports, terminal development, railway development, etc.
Proposed Transport Projects
Instruction Enumerate committed and proposed new projects which would require public transport connectivity at
least within the plan period (though medium- and long-term projects may be included).
Public Transport Improvement Objectives
Instruction Identify the principal objectives of the proposed public transport route plan, including route restructuring.
Public Transport Development Strategies
Instruction Link the objectives, goals, projects, strategies.
Issues/ Problems Goals Objectives/ Strategies PAPs Funding

Targets Allocation
(if any)
Annex E-26
2021-2023
CHAPTER 7
TRANSPORT SURVEYS AND OTHER DATA COLLECTION
Survey Types and Methodologies
Instruction Identify the principal objectives of the proposed public transport route plan, including route restructuring.
Survey Type Objectives Route Covered Station Date Time

(data to be
generated)
Survey Results
Instruction Present the summary of survey results through tables and diagrams (a few examples are included here
but check the LPTRP Manual for a complete guide). Include a narrative inference from the results.
Boarding and Alighting Survey
Sample Passenger Load Profile per Route Section

Route Section/Stops Direction A Direction B
Boarding Alighting Load Boarding Alighting Load
Count Count
A
B
C
D
E
Sample Passenger Load Profile Per Route Section

From the approved LPTRP of Batangas
Annex E-27
2021-2023
Traffic Volume and Passenger Load Counts
Sample Summary Table of Traffic Volume and Passenger Load Counts
Mode
Total
Time Private Jeepney Van for Bus Goods Trucks Motor Tricycle
Cars Hire Vehicle (2- (3 axles cycle
(AUV) axle truck) up)
TVC PLC TVC PLC TVC PLC TVC PLC TVC PLC TVC PLC TVC PLC TVC PLC TVC PLC
6:00 - 7:00
7:00 - 8:00
8:00 - 9:00
9:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 1:00
1:00 - 2:00
2:00 - 3:00
3:00 - 4:00
4:00 - 5:00
5:00 - 6:00
TOTAL
(Note: Highlight the peak hour i.e., the one with the highest total PLC)
Annex E-28
2021-2023
Sample Modal Share Diagram

from the approved LPTRP of Occidental Mindoro
(Note: Stacked bar chart may also be used)
Transport and Traffic Data from Other Sources
Instruction Present secondary data and statistics from previous reports or studies, which may be relevant in
formulating this plan.
P.S. List of data sources properly cited should be included at the end of the plan.
Annex E-29
2021-2023
CHAPTER 8
PROPOSED ROUTES AND SPECIFICATIONS
Planning Considerations for Updated Route Structure
Instruction Highlight the planning guidelines, standards and practices adopted for the route evaluation e.g.,
overlapping/redundancy of routes, maximum distance policy, supply based on demand (pphpd and mode
suggested).
Sample DOTr’s Department Order No. 2017-011, also known as the “Omnibus Guidelines on the Planning and
(Note: This is just Identification of Public Road Transportation Services and Franchise Issuance,” the DOTr shifts the
one of the determination and provision of public transportation services from the private sector to the public sector. This
planning move empowers LGUs and, in effect, lessens their dependence on the private sector in initiating the planning
guidelines.) of local, regional, and national transportation systems. To carry out this move, the Local Public
Transportation Route Plan (LPTRP) will guide LGUs in planning, designing, and implementing local public
transportation routes. Also, as stated on the department order, Provincial governments shall be responsible
for collecting data, analyzing public transport supply and demand, and identifying specific public transport
supply gaps for travel between component cities and municipalities within the province and for capturing this
in provincial public transportation plans.
It was reflected in Section 2.4 of the Department Order that new routes shall be designed such that overlaps
with existing routes do not exceed 25% of the length of any of the affected routes. Previously authorized
routes may be restructured (i.e., merged with another previously authorized route, or with a new route, or
shortened or split into different routes) due to market change in trip patterns arising from urban renewal or
urban redevelopment projects and/or resulting from traffic circulation plan of Local Government Units.
For new or developmental routes, a minimum fleet size of fifteen (15) units for any type of PUV for six (6)
months shall be imposed, subject to review by the LTFRB.
According to Section 2.5. Maximum Distance Policy, PUJ service routes shall have the following maximum
distances:
● 15kms - for routes within highly urbanized cities, independent component cities, and component
cities
● 35kms - for Inter-regional, inter-provincial, provincial, and municipal routes
UV Express service routes shall have the following maximum distances:

● 35kms - for routes within highly urbanized cities, independent component cities, and component
cities
● 60kms - for Inter-regional, inter-provincial, provincial, and municipal routes
However, stipulated in the Section 2.5 of the Department Order are exceptions to this policy which may be
granted if an application for the same is expressly submitted in writing together with a conduct of transport
survey or study. The LTFRB, through a formal unanimous resolution, shall grant the exception subject to the
following conditions or situations:
The absence of transfer area between route ends;
● The absence of alternative transport services or the existing services/supply cannot meet the
passenger demand and, in some cases, the route is abandoned;
● Most sections of the route have limited road space or width capacities that discourage/prevent
normal operations;
● The transport demand between the applied routes is not substantial to assure profitable
operations; and
● Other conditions that may be provided by the Department, and. or by the LTFRB.
Annex E-30
2021-2023
Instruction Should there be overlapping routes, present a table detailing the overlap and indicate recommendation
including justification.
● Use km for the length of the route and the section where the routes overlap.
● Percentage of overlap shall be the computed vis-a-vis the shorter route.
● Recommendations may include: (1) Keep, (2) Merge, (3) Keep but make P2P service, (4) extend
to XXX, etc.
● Remarks/justification may be: (1) Cater to different demands in the area for keeping the route,
(2) 100% overlap for merging the route, (3) there is a demand for P2P service if the route will be
permitted but on a point-to-point service.
**A table may also be used for new/developmental routes if they overlap with any existing route. Remarks
should be “proposed” and “justify” then provide justification.
Sample Assessment of Overlapping Routes

Length Overlap
Route Mode Recommendations Justification
One- Roun
Areas Distance %
way dtrip
Punta Taytay -Cent. From Central Actual operations are

PUJ 12.2 24.4
Market Market to extending to Punta
Negros Occ. Rd. 9.1 100% Merge Taytay due to low
Sum-ag -Cent. Market PUJ 9.1 18.1 cor. San Juan demand in the smaller
St. route
Instruction Should there be new routes proposed, include a narrative justifying the opening of such route e.g., new
resettlement developments in the area. If available, statistics on demand or at least population in the areas
surveyed may be indicated. If the route service an area currently plied by tricycles but traverse along
national highway, cite the DILG-DOTr JMCs or DILG MCs applicable.
Sample summary of justifications for the opening of new/developmental route

Route Length Mode Justification
Instruction Should there be routes exceeding the maximum distance set, include a narrative justifying the use of
Filacb/PUJ/UV instead of upgrading it to higher mode.
Sample summary of justifications for the proposed Filcab/PUJ/UV routes exceeding the maximum distance set
Route Length Mode Justification
Annex E-31
2021-2023
Instruction Should there be routes with pphpd more than the recommended demand for such mode, include a
narrative justifying the use of Filcab/PUJ/UV instead of upgrading it to higher mode.
If you’ll use the justification that there are some route sections with limited road space or width capacities,
indicate the said route section and road width per lane.
Sample summary of justifications for the proposed Filcab/PUJ/UV routes exceeding the recommended pphpd
Route Length PPHPD Mode Justification
Demand Forecasts
Instruction Use the passenger estimate (derived from survey or other formula used) and forecast demand at least for
the next three years (planning period). Include demand forecasting approach e.g., using the population
growth rate.
Forecast Volume= PV x (1+r) n
Where:
PV= present passenger volume
FV= forecast passenger volume
n= number of years from present
Sample forecasted demand for 2020-2023

Route Current Year 2021 2022 2023
Demand
Required Number of Units per Route
Instruction Present methodology (e.g., formula) used to calculate the required PUVs by route and type of service, then
summarize the computation using the table below.
NU = _______PD_______
VLF x ASC x NRT
Where:
NU = Number of Units operating per day
PD = Passengers Demand (Note: Mention where did you acquire the PD, link or mention the survey table/diagram, or show the formula if
population is used).
VLF = Viable Load Factor (Note: If daily demand is used, set it at 60-80%; if peak demand is used, set to at least 80%).
ASC = Average Seating Capacity (Note: Filcab - 9-13, PUJ - 18-22, UV - 22, minibus - 35, bus - 50)
NRT = Number of Round Trip
FS = NU/UR
Annex E-32
2021-2023
Where:
FS = Fleet Size (total number of units to be proposed in the plan considering downtime and maintenance of units)
UR = Utilization Rate (Note: According to the Section 3.3.1, only a maximum of 15% shall be allowed for downtime and maintenance
which is equivalent to 86.9% - tho 85% may be accepted).
Sample summary of computations for the proposed routes

Route Mode Length Peak ASC ATS TRP VLF NRT NU (No. UR FS FINAL
Hour (Ave. (Ave. (Ave. (Viable (Ave. No. of Units) (Utilizati (Fleet PROPO
Demand Seating Time Time per Load of Round FORMU on Rate) Size) SAL
Capacity) Speed) Round Factor) Trips per LA: FORMU (Round-
Trip) hour) PPHPD/ LA: off)
One- Round FORMU FORMU (VLF*AS NU/UR
way trip LA: LA: C*NRT)
TRT*2 1/TRP
PUV Requirement Forecast
Instruction Use the computed FS required (in the preceding section) and forecast PUV requirement at least for the
next three years (planning period). Include demand forecasting approach e.g., using the population
growth rate.
Forecast PUV Requirement = FS x (1+r) n
Where:
FS = current year proposed fleet size
FV= forecast PUV requirement (fleet size considering that the mode shall remain the same and not be upgraded)
n= number of years from present
Sample forecasted PUV requirement for 2020-2023

Route Current PUV 2021 2022 2023
Requirement
Annex E-33
2021-2023
CHAPTER 9
PLAN MONITORING AND EVALUATION
Monitoring and Evaluation System
Instruction Present the elements, processes and organizational structure of the Monitoring and Evaluation System.
Objective Outcome Performance Indicator Monitoring Monitoring Measuring Tool

Measure Schedule
Environment Promotion and Number of ordinances At least 1 ordinance Semi-annual Journal of

implementation enacted Ordinances
of green
transportation Number of PUVs with Euro All PUVs Annually Operator
IV, V or VI compliant engine, Interview
or run-on alternative fuels Survey;
such as electric and solar LTFRB
Franchise Data
Number of city/ municipalities All city/ Annually Road Inventory

with bike/cycling lanes municipalities
Instruction Include service/dispatch plan indicating the desired operating hours, and headway during peak and non-
peak hours. This shall guide the PUV operators in fleet management and for the commuters in trip
planning.
Late Night/ Grave

Peak Hour Off-Peak Hour
Target Hours
Roundtrip
Proposed Fleet Roundtrip Operating
No Route Mode Head Head Head
Route Size Travel Hours
Length Hours way Hours way Hours way
Time
(mins) (mins) (mins)
Rationalized Routes
AM: 8AM-
AM: 6AM- 12NN AM: 4AM-
8AM PM: 12NN- 6AM
1 Route A PUJ 45 120 4AM-12MN 3 20 30
PM: 5PM- 5PM PM:10PM-
7PM NIGHT: 7PM- 12MN
10PM
New/Developmental Routes
Annex E-34
2021-2023
Reporting and Revisions of the LPTRP
Instruction Summarize the flow of information/reports and proposed actions within the LGU and coordination of actions
with LTFRB regional offices.
Sample Summary of Activities

Date Activity Remarks
01 Feb 2020 Creation of LPTRP Committee and TWG EO AAA, s. 2020
08 Feb 2020 First TWG Meeting
15 Feb 2020 Consultation with LTFRB
16 Feb - Survey
15 Mar 2020
15 Apr 2020 Stakeholder consultation Other PUV operators have suggested additional routes to be
opened.
15 May 2020 Submission of 1st draft
31 May 2020 Acceptance of evaluation from the LTFRB Draft deemed as for minimal revision
16 Jun 2020 Submission of 2nd draft
Instruction Include provision stating that the LPTRP shall be revised at least once every three years after the last
approval, pursuant to Section 4, par. F of the DILG-DOTr JMC No. 001, s. 2017. Include provision stating
that initial assessment of the approved LPTRP shall also be done at least 6 months after it was
implemented/MC opening the approved routes for franchise issuance or operator selection.
Annex E-35
2021-2023
CHAPTER 10
SUMMARY OF RECOMMENDED ROUTES
Summary of LGU Proposed Route Plan
Instruction Include a summary table of rationalized and new/developmental routes proposed.
Notes:
● Mode can be Filcab, PUJ, UV (point-to-point), minibus, bus, P2P bus
● Rationalized routes are existing routes which are retained, retained with modifications
(restructured i.e., extended/shortened/different via, changed mode, decrease/increase in units).
● New/developmental routes are routes with less than 25% overlap with existing PUV (Filcab or
higher mode) routes. These are usually meant to service new establishments or those areas
which are currently being served by just tricycles.)
Sample summary table of proposed routes within the LGU
One-way
Route Route Length
No Proposed Route PPHPD Mode Fleet Size Designated Stops
Structure (except for loop
service)
Rationalized Routes
New/Developmental Routes
Annex E-36
2021-2023
Instruction Include a consolidated route map of proposed routes (may be per mode or classification e.g., rationalized
or new but is preferred to be just one for all to see overlaps).
Sample Consolidate Route Map of Proposed Routes

From the approved LPTRP of Sorsogon
Annex E-37
2021-2023
Sample Individual Route Map Showing the Designated Stop

From the approved LPTRP of Occidental Mindoro
[Zoomed version]
Annex E-38
2021-2023
Instruction Include assessment of existing vs. proposed routes reflecting changes, if any, to guide the existing
operators on the changes on their routes, if any.
Sample summary table indicating the changes in the existing routes

Existing Route Proposed Route Remarks Justification
Name Mode NAU Name Mode FS
Route A PUJ 35 Route A PUJ 30 Extend to xxx Extending the

Decrease in units route to xxx can
serve more
passengers
Route B PUJ 60 Route B PUB 30 Upgrade to PUB High passenger
demand
Route C PUJ 10 Route C PUJ 20 Routes merged 100% overlap
Route X can
serve passengers
in a more efficient
Route D PUJ 5 manner
Route E PUB 15 Route D PUB 25 Routes merged High passenger

PUB as mode demand;
Route F PUJ 15
100% overlap
Route G PUJ 50 Route E PUB 40 Routes merged High passenger

Upgrade to PUB demand
Route H PUJ 30 100% overlap
Route I PUJ 30 Route F PUJ 15 Route cut to xxx trunk and feeder
system
Route J PUB 35 Route G PUB 35 Retained Route is
consistent with
existing policies
Route K PUB 25 Route H P2P Bus 15 Made P2P 100% overlap
service with bus route
xxx (which can
serve passengers
in a more efficient
manner);
There is a
demand for P2P
service
Route L PUJ 5 Route deleted Very low
passenger
demand
Route I PUJ 15 New/developmen To serve the xxx
tal route area
(Note: For new/developmental routes, you may also include a note on the proposed route columns that a certain TODA is currently
servicing such route so the LTFRB may encourage such TODA to upgrade and apply for CPC for the new route.)
Annex E-39
2021-2023
Summary of Recommended Routes for Consideration of the Province and DOTR
Instruction Summarize the proposed route structure for inclusion in the Provincial LPTRP (inter-municipality/city, if the
LGU is a city or a municipality) and DOTR Inter-regional and Interprovincial Route Rationalization Plan
(inter-provincial, inter-regional, if the city is a municipality) and MUCEP Route Rationalization Plan (if the
LGU is within the MUCEP area).
No Proposed Route Route Structure Mode
1
2
3
Annex E-40
2021-2023
Annexes
Instruction Include the following:

● Signed Executive Order creating the LPTRP Team
● Survey Results and Tables (other than those presented in the Chapter 7)
● List of data sources for other reference reports and studies (properly cited)
Annex E-41

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Local Public Transport Route Plan Manual Version 1.

Republic of the Philippines

Local Public Transportation Route Planning and Management Course Project

LPTRP MANUAL VOLUME 1 (Version 2)

TRANSPORT AND TRAFFIC PLANNERS (TTPI) INC.

In Joint Venture with

UNIVERSITY OF THE PHILIPPINES PLANNING AND DEVELOPMENT RESEARCH FOUNDATION, INC.

LAND TRANSPORTATION FRANCHISING & REGULATORY BOARD

East Avenue, Quezon City

2021 © Copyright LTFRB

PREPARATION OF THE LOCAL PUBLIC TRANSPORT ROUTE PLAN (LPTRP) ................................... 22

PUBLIC TRANSPORT SYSTEM DEVELOPMENT ..................................................................................... 68

LPTRP APPROVAL PROCESS .................................................................................................................. 76

Annex A - Public Transport Route Planning Procedures

Figure 1.1:Functional Classification of Roads ....................................................................................................... 15

AFCS Automatic Fare Collection System

NOH Number of Operating Hours

Operator – a holder/grantee of a valid and subsisting CPC or PA issued by the LTFRB.

Scope and Purpose of the Manual

New Transport Planning Process

Basic Principles in Public Transport Route Planning

Classification and Characteristics of Public Transport Services

1.4.2.1 Non-Fixed Route Passenger Public Transport

1.4.2.2 Fixed-Route Passenger Public Transport

Guidelines in the Identification of Routes

It is important to understand the general movement of commuters in a study area. As discussed

Road Network Forms and Hierarchy of Modes

The hierarchy of roads by function is shown and defined as follows:

Figure 1.1 below illustrates this functional classification of roads.

Figure 1.1:Functional Classification of Roads

Hierarchy and Classification of Public Transport Modes

Table 1.2: Maximum Distance of PUJ Routes

Table 1.3: Maximum Distance of UV Routes

For PUBs, no maximum distance is required.

a) There is an absence of a transfer area between route ends;

New or Developmental Routes

Public Transport Route Planning Procedures

Delineation of Study Area

Statement of Current Public Transport

Analysis of Existing Public Transport and

Public Transport Demand and Analysis

Determination of Public Transport

Comparison of Number of Authorized

Packaging of the Intra-LGU Routes Plan

Figure 1.5: Public Transport Route Planning Process

a. Conduct of a local public transport route planning study;

Conduct of an LPTRP Study

Table 1.4 shows the proposed composition of the LPTRP Team.

Table 1.4: Composition of the LPTRP Team

Preparation of the Report: LPTRP

Preparation of the Local Public Transport Route Plan (LPTRP)

Contents of LPTRP Main Report: Chapter 1 - Introduction

Table 2.2: Contents of the LPTRP Report - Chapter 1

Contents of LPTRP Main Report: Chapter 2 - Study Area/Corridors

Table 2.3: Contents of the LPTRP Main Report - Chapter 2

Table 2.4: Contents of the LPTRP Main Report - Chapter 3

Explanation for Section 3.1 is as follows:

An example of a road kilometerage Table is shown Table 2.4.1

Table 2.4.1: Road Kilometerage by Road Type

Table 2.4.3: Road Inventory Summary

1. Sample AM Peak Traffic Volume Data

2. Convert Vehicle Volume to equivalent passenger car units (PCU).

Vehicle Type PCU Factor

Conversion table to PCU