i

SAINT LOUIS UNIVERSITY

DEPARTMENT OF ARCHITECTURE
SCHOOL OF ENGINEERING AND ARCHITECTURE
A. Bonifacio Street, 2600 Baguio City, Philippines
Tel. Nos.: (074) 442-3043; 442-2793; 442-2193; 4448246 to 48
FAX (074) 442-2842

Improving the Commuter Experience:

Integration of Intermodal Transport Terminal

in Governor Pack Road, Baguio City

Author 1,a

1
Department of Architecture, School of Engineering and Architecture,

Saint Louis University, Philippines

AR5211/D: Architectural Design 10 - Thesis

Mentor: Ar. Richard D. Abellon III

Adviser: Ar. Jonalyn B. Garcia

Author Note

Email: 2204393@slu.edu.ph
a

Mobile: +63 956 769 5521

Table of Contents
 ii

List of Tables...........................................................................................................................
List of Figures..........................................................................................................................
List of Appendices....................................................................................................................
Abstract....................................................................................................................................
INTRODUCTION....................................................................................................................
Background of the Study............................................................................................1
Statement of the Problem.........................................................................................11
Scope and Limitations of the study..........................................................................11
Objective of the study...............................................................................................11
Review of Related Literature....................................................................................11
Significance of the Study..........................................................................................16
Conceptual Framework............................................................................................18
METHODOLOGY.................................................................................................................
Research Population and Community......................................................................19
Research Design and Methods.................................................................................22
Sampling Design......................................................................................................22
Data Collection.........................................................................................................23
1. Survey Questionnaire....................................................................................23
2. Systematic Observation.................................................................................24
3. Literature Analysis in Design Standard of Intermodal Transport Terminal..24
Data Analysis............................................................................................................25
1. Sample size determination................................................................................25
1. Reliability of the questionnaire.....................................................................26
2. Statistical treatment.......................................................................................27
RESULTS AND DISCUSSION............................................................................................
1. Survey questionnaire............................................................................................28
2. Analysis of the systematic observation................................................................47
3. Design Standard of Intermodal Transport Terminal (ITT)...................................51
CONCLUSION AND RECOMMENDATIONS.................................................................
Acknowledgement..................................................................................................................
References...............................................................................................................................
BIOGRPAHICAL SKETCH................................................................................................
APPENDICES........................................................................................................................

List of Tables
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Table 1. Frequencies of Gender...............................................................................................

Table 2. Frequencies of Age....................................................................................................
Table 3. Frequencies of Commuter.........................................................................................
Table 4. Frequencies of Use Public Transport........................................................................
Table 5. Frequencies of Purpose of Travel..............................................................................
Table 6. Frequencies of Resident............................................................................................
Table 7. Frequencies of Group................................................................................................
Table 8. Frequencies of PUV waiting time.............................................................................
Table 9. Frequencies of PUV usage frequency.......................................................................
Table 10. Frequencies of Average Travel Time......................................................................
Table 11. Reliability Measures................................................................................................
Table 12. Distribution of responses to level of satisfaction questions....................................
Table 13. Distribution of responses to level of efficiency questions......................................
Table 14. Distribution of responses to level of service questions...........................................
Table 15. Overall ratings for levels of satisfaction, efficiency and service............................
Table 16. Multivariate tests for each factor with the levels of satisfaction, efficiency
and service as dependent variables..........................................................................................
Table 17. Means of levels of satisfaction, efficiency, and service by gender.........................
Table 18. Univariate ANOVA tests for gender.......................................................................
Table 19. Means of levels of satisfaction, efficiency and service by age group.....................
Table 20. Univariate ANOVA tests for age groups................................................................
Table 21. Whether commuter or not........................................................................................
Table 22. Purpose of Travel....................................................................................................
Table 23. Use of Public Transport...........................................................................................
Table 24. Resident or Not........................................................................................................
Table 25. Grouping..................................................................................................................
Table 26. PUV waiting time....................................................................................................
Table 27. PUV usage frequency..............................................................................................
Table 28. Average travel time.................................................................................................
Table 29. Correlation Matrix...................................................................................................
Table 30. Model specification and fit estimates......................................................................
Table 31. Omnibus ANOVA Table.........................................................................................
Table 32. Random Components..............................................................................................
Table 33. Fixed Effects Parameter Estimates..........................................................................

List of Figures
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Figure 1. 2019-2022 Tourist Population...................................................................................

Figure 2. Ticketing booth of Genesis........................................................................................
Figure 3. Buses parked beside sidewalk...................................................................................
Figure 4. Going to Gov. Pack Terminal....................................................................................
Figure 5. Gov. Pack Restroom..................................................................................................
Figure 6. Buses and Pasalubong stalls......................................................................................
Figure 7. Genesis waiting area..................................................................................................
Figure 8. Partas waiting area.....................................................................................................
Figure 9. Partas Ticket Booth....................................................................................................
Figure 10. Private vehicles Dropping off at the back of a bus..................................................
Figure 11. Pasalubong Stalls.....................................................................................................
Figure 12. Pasalubong Stalls.....................................................................................................
Figure 13. Gensis Joy Cargo.....................................................................................................
Figure 14. Location of Gov. Pack in CBD Map........................................................................
Figure 15. 7 Nodes of Terminal................................................................................................
Figure 16. Lot plan and Sun path Analysis...............................................................................
Figure 17. Conceptual Framework Diagram...........................................................................
Figure 18. Barangays and Jeepneys Associated with the Three Routes.................................
Figure 19. Aurora Hill Jeepney Route Map............................................................................
Figure 20. Trancoville Route Map (Roxas and Bonifacio Routes).........................................
Figure 21. Commuter's Experience Chart...............................................................................
Figure 22. Sum of Time Difference VS. Time Signature.......................................................
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List of Appendices
Appendix A. Survey Questionnaire for Commuter.....................................................62
Appendix B. Letters....................................................................................................68
Appendix C. Minutes of Interview.............................................................................75
Appendix D. Bus schedule and Capacity....................................................................78
 vi

Abstract
Commuting is an integral part to an average individual’s daily travel routines
as a transitional phase between personal and professional life. This method of travel
significantly impacts individual well-being and the broader social-ecological context.
The conducted study examined commuters' experience regarding the transportation
infrastructure and system of the city of Baguio, which went through survey
questionnaires and systematic observation to identify critical factors influencing the
commuting experience. The results uncovered a high level of dissatisfaction among
commuters with the existing transportation infrastructure and system. The study also
showed that providing a well-designed Intermodal Transport Terminal is essential to
enhancing the overall commuter experience. Such a terminal should incorporate
features conducive to accessibility for commuters to rest while awaiting transportation
and provide security, services, and facilities. Moreover, an organized system must be
implemented to regulate Public Utility Vehicles (PUVs), ensuring adherence to
schedules and designated pick-up and drop-off bays, thereby minimizing avoidable
wait times. Addressing these critical factors can improve individual well-being and
enhance the overall efficiency of the transportation network, fostering a more positive
and streamlined commuting experience for all.

Keywords: commuter experience, traffic congestion, smart mobility, intermodal,

smart city, terminal, transportation, quality of life
vii
 1

INTRODUCTION

Background of the Study

Baguio City portrays a beautiful mountain sanctuary in the Grand Cordillera

of Northern Luzon, appealing to international and local tourists. The city is
characterized by its abundance of pine trees, refreshing cold winds, and green hills
and slopes and has established itself as a prominent destination for travelers in the
northern region of the Philippines. Owing to its temperate environment, mist-covered
hills, outstanding views, and vibrant floral displays, the level of migrants, students
and workers have increased in the past decades. As a result of its strategic location as
a developing zone for nearby highland areas, it has emerged as a center of culture that
promotes the exchange and integration of diverse people and cultures. This unique
characteristic has significantly contributed to Baguio's capacity to serve as an
educational hub for its surrounding regions. Nevertheless, a vibrant culture and
abundant resources have attracted enormous investments and economic prospects.

Given the increasing economic development in Baguio, urban areas need to

prioritize establishing a wide mass public transit system. According to Biasotti
(2021), the setup of transportation infrastructure is an essential factor in urban
planning. The automobile serves as a mode of transportation and plays a significant
role in urbanization. The provision of employment, prospects for economic
expansion, and the facilitation of upward social mobility are significant outcomes.
The primary term is “urban mobility”, denoting the capacity to conveniently travel
between locations to accomplish specific objectives or obtain resources, commodities,
or services. The concept of mobility holds significant importance in urban areas. The
diminished attractiveness of urban places is directly proportional to the increased
difficulty in navigating them. In line with this, the study of Bok and Kwon (2016)
stated that there has been an increased focus on the significance of public transport
(PT) in urban areas to enhance sustainability and improve the overall quality of urban
life. Efficiently connecting resources to destinations and promoting mass mobility can
significantly increase cities' economic and environmental performance.

As the City yields to its economic stability, modernizing the public utility
vehicles is significant to introducing safer and climate-friendly vehicles, improved
regulation, and industry consolidation. According to Mariano (2018), the primary
objective of the Memorandum Circular 2020-085, the “Public Utility Vehicle
Modernization” (PUVM) Program in the Philippines, is to effectuate an extensive
redesign of the public transport system within the road sector. The program's primary
objective is to enhance urban quality of life. This will be achieved by several means,
including reducing economic losses resulting from travel time, mitigating health
expenditures and premature deaths, reducing greenhouse gas (GHG) emissions, and
enhancing service quality standards.

The prevailing inclination towards communities prioritizing cars and an

outdated and substandard public transportation infrastructure presents a significant
hazard to the nation's broader social and economic progress. According to the latest
projections, the congestion in Metro Manila's capital region and some urban areas in
the Philippines has been projected to incur a daily cost of USD 67 million for the
country in 2017. This cost is attributed to various factors, such as lost economic
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opportunities, increased gasoline consumption, and expenses related to public health.

This amount represents a growth of 46% in comparison to the congestion cost
estimation made in 2014. On an annual basis, the amount mentioned above aggregates
to around USD 24 billion, representing more than 10% of the Philippines' gross
domestic product (GDP). Transportation is responsible for around 30% of the
Philippines' energy-related greenhouse gas (GHG) emissions. This direction would
lead to a significant expansion of both the carbon footprint and air pollution in urban
areas.

In Dr. Mettke et al. (2019) study, the Philippines had a notable economic
expansion, resulting in the annual sale of hundreds of thousands of automobiles. This
growth rate is among the highest in the ASEAN region. However, it is essential to
note that significant investment in sustainable urban transportation infrastructure or
road capacity needs to be improved. From 2007 to 2012, there was a notable increase
in car ownership, with a growth rate of 16%. Additionally, motorbike ownership
experienced a substantial rise, exhibiting a significant increase of 69%. According to
the sales report published by the ASEAN Automotive Federation in 2014, the
Philippines had the highest car and motorcycle market growth rate among ASEAN
countries, exceeding Vietnam, Singapore, Malaysia, and Indonesia.

Mariano (2018), stated that with the rise of vehicle ownership, besides the
increase in greenhouse gas (GHG), traffic congestion has also been a central problem
in urban cities, particularly Baguio City, also known as one of the Travel destinations
in the North. According to Caacbay (2022), the Department of Tourism of the local
government, it has been seen that the number of arrivals in 2022 has already reached
levels comparable to those before the pandemic. Specifically, there has been an
average of 100,000 visitors per month since April, resulting in an expected total of 1.1
million visitors thus far.
Figure 1.
2019-2022 Tourist Population

The worsening traffic conditions inside the urban area, particularly during
vacation periods, have prompted dissatisfaction among the residents, who have taken
the opportunity to voice their complaints through petitions.

On June 7, 2023, a citizen of Baguio named Daeken Dontogan took the

initiative to submit a petition on the official website of Baguio City. The petition,
which has garnered the signatures of an additional 27 individuals, brings attention to
numerous issues concerning the City of Baguio. The primary objective of the petition
is to address the pressing issue of traffic congestion, which substantially influences
 3

the urban environment. The aim is to tackle this matter by implementing effective
measures to enable a smooth flow of vehicles and alleviate the challenges of the
increasing population, tourists, and economic activity. The participants conveyed a
significant indication to tackle the subsequent concerns: the enhancement of public
transportation, the development of infrastructure for pedestrians and cyclists, the
enforcement of traffic regulations, and the involvement of key stakeholders through
collaborative discourse and partnerships.

According to De Guzman et al. (2017), through a series of consultations

conducted with stakeholders in Baguio City, it has been determined that a significant
issue about transportation in the city is the escalating congestion and rise in vehicle
population. These challenges are primarily attributed to the growing influx of tourists
and the local population's ability to pay for private vehicles. The difficulties
associated with reducing the number of vehicles on the road are congested by the need
for a comprehensive parking management strategy to decrease private vehicle usage
and ensure sufficient space for loading and unloading zones for public utility vehicles.
Additionally, the absence of a centralized public transport terminal, insufficient
infrastructure for non-motorized transport and public transportation, non-compliance
of public utility vehicles with vehicle emission standards, and the lack of an
implementing body and authority responsible for managing all aspects of transport
and traffic operations, rules and standards, engineering, and education of public
transport operators further increase these challenges can also affect the commuter life
experience.

In accordance with this, De Guzman et al. (2017) investigated the traffic

volume in four (4) identified jeepney trunk lines located at the entrances and exits of
cars entering and exiting the Central Business District (CBD) of Baguio City. The poll
was conducted on November 25, 2016, specifically on a Friday, during peak hours;
06:00 a.m. to 09:00 a.m.,11:00 a.m. to 01:00 p.m., and 04:00 p.m. to 06:00 p.m

These entrances and exits are along Marcos Highway, Naguilian Road,
Leonard Wood Road (Teacher's Camp), Upper Session Road Extension, Rimando
Road, and Magsaysay Avenue. The mentioned road routes have the most traffic
volume in the Central Business District (CBD), where most people experience traffic
congestion going to school or work and vice-versa when returning home.

Furthermore, the study by Depidep (2022) shows the continuous growth of the
transportation system in Baguio City, which has emerged as a significant issue for
numerous drivers, students, and other commuters. These effects include travel delays,
poor time allocation, increased stress levels, and possible tardiness or negative effects
on business operations. Congestion negatively impacts the overall well-being of
numerous individuals. It requires concerted efforts to enhance transportation systems
for the greater good of society. Prolonged travel time causes stress experienced by
commuters during their journeys to and from educational institutions, workplaces, and
other frequently visited destinations. The situation pertains to the volume of
individuals who traverse a specific location or engage in a particular mode of
transportation, such as commuting or utilizing personal vehicles.

According to the study by Zhenyu (2023), traffic congestion affecting

commuter life may significantly affect individuals, as those who spend more time
commuting tend to have less energy in their work (Clark et al., 2019). The reduction
 4

of travel durations and the promotion of walkable commuting options have positively
impacted individuals' overall well-being. Public transit is essential for urban dwellers
to facilitate their everyday routines. The degradation of urban air quality has been
intensified by urbanization, transportation, and economic growth, resulting in adverse
health effects. There are existing negative correlations between the duration of one's
commute and their level of happiness with both job and life. Additionally, prolonged
commuting harms health, manifesting as physical health issues and a sedentary
lifestyle. Nevertheless, the implementation of enhanced public transportation systems,
particularly the development of subway networks, has the potential to alleviate the
duration of daily travel.

In Miranda (2023) study, traffic jams can contribute to stress, anxiety, and
pollution. The presence of traffic and its associated impacts can lead to a range of
negative health effects. Multiple studies have provided verified data supporting the
notion that exposure to traffic noise is closely associated with a significant increase in
vulnerability to cardiovascular diseases, but not limited to high blood pressure and
heart attacks. Furthermore, it has been shown that the presence of traffic noise has the
potential to trigger negative effects on the functioning of the neurological system,
hence resulting in elevated levels of anxiety, irritability, and sleep disturbances. In
addition, Dr. Toshi (2023) states that it can also result in individuals who are exposed
to high levels of traffic being at risk for twice increased chances of developing Type
two (2) diabetes. Prolonged exposure to fine particles has been found to elevate the
incidence of type two (2) diabetes within the general population, as does residing in a
close area to a major roadway.

Additionally, particulate matter and the resulting elevation of oxidative stress

negatively affect the respiratory system. Moreover, there exists a strong correlation
between traffic noise and negative pregnancy outcomes, as well as potential impacts
on the hormonal and digestive systems. The negative public health consequences of
traffic congestion are associated with early death. The results of this investigation
indicate that the experience of stress related to traffic congestion could possess a
major effect on the overall well-being of individuals residing in urban areas (Dr.
Toshi, 2023)

In response to the preceding concerns, City Planning Development Office

(CDPO) has proposed a strategy to address these concerns by facilitating the
transition of Baguio into a Smart City, which entails modernizing the public utility
vehicles (PUVs), traffic management, and developing public infrastructure, they
proposed a designated lot to allocate the Intermodal Transport Terminal (ITT) which
is located in the Governor Pack Road, Baguio City with a total lot area of 3255.93
square meters (See Figure 16). The proposed lot is located along a prominent roadway
in Baguio City, which can be easily accessed in the Central Business District (CBD)
(See Figure 2-13). The site is an essential thoroughfare in Baguio City and carries
historical significance since it originally housed the Benguet Auto Line Station. This
station was a central point for motorbuses transporting passengers to the Damortis
train station, enabling convenient connections to Manila. (Baguio City Guide, 2023).
Moreover, the allocated lot is part of the Growth nodes of the proposed Smart
mobility plan of the City Planning Development Office (CPDO) (See Figure 14-15).
In line with this, the Intermodal Transport Terminal (ITT) will be a major component
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in the City Planning Development Office (CDPO) plan to implement the smart
mobility concept.

Smart mobility is important in attaining economic competitiveness, social

cohesion, and sustainable development objectives. Hence, establishing a proficient
transportation infrastructure is vital for the overall achievement of any potential smart
city. This includes transportation systems and services that utilize important
information and communications technologies to increase passenger comfort.
(Müller-Eie and Kosmidis, 2023)

A recent study conducted by Zhenyu Xu (2023), found that cities in China

have an increasing focus on smart cities as a means to achieve environmental
sustainability, increase public health, and improve ecological balance. In light of the
prevailing urban configuration, the implementation of an efficient and efficient
transportation system has the potential to mitigate commute duration and enhance
overall travel efficacy. Moreover, improving transportation efficiency not only leads
to a reduction in energy consumption and carbon emissions but also fosters the
facilitation of human contact, which plays a crucial role in advancing sustainable
urban lifestyles (Tahmasseby, 2022)

Public transportation has drawn attention due to road congestion,

environmental considerations, and traffic safety issues (Macharis, 2011). It shows the
growing significance of smart mobility solutions. It mitigates traffic congestion,
enhances air quality, and conserves energy resources with the help of science and
technology innovations (Han, Wu, Hai, and Zhou, 2023). The attainment of successful
urban mobility includes the capacity to engage in social activities, including accessing
education, employment, and leisure, through refined and efficient transportation
choices. The increased utilization of high-quality mass transit systems leads to
enhanced efficiency and productivity in individuals' daily lives. The purpose of
intermodality is to improve everyday commuting to and from work, ensuring a
seamless and low-stress travel experience (Anwar, 2023). According to Buitleir
(2023), an uninterrupted journey to work can also significantly impact one's mental
well-being. The reduction of commute-related stress has been found to positively
impact individuals' mood, work satisfaction, and general mental well-being.

In line with the urban mobility plan, it integrates the concept of intermodality,
which refers to the strategic coordination of interchanges between many modes of
transportation to facilitate the smooth completion of a journey. The growth in
intermodal transport can be attributed to the rising transportation efficiency and
sustainability levels (Stankiewicz et al., 2023). Intermodal transport terminals (ITTs)
are considered a fundamental element of integrated transport infrastructure, serving as
an important connection between various modes of transportation. Intermodal
movements encompass transferring individual/s items from one method of
transportation to another and transferring a loaded transport vehicle or container from
one mode to another to continue the journey. (Bonte et al., 2020). This will serve as
the systemic juncture when the method of transportation (such as rail, water, or road)
and the management of intermodal transport units (including big containers, swap
bodies, road semi-trailers, and other transport units) undergo a transition.
Additionally, it has shown that public transportation terminals offer the acquisition of
real-time information on bus schedules, roadways, delays in service, and projected
 6

arrival times for passengers that will help the commuter’s experience to be more
efficient and safer (Anwar, 2023).

Governor Pack Road Current State - 14 December 2023

Figure 3. Figure 2.

Ticketing booth of Genesis Buses parked beside sidewalk

Figure 5. Figure 4.

Going to Gov. Pack Terminal Gov. Pack Restroom

Figure 7. Figure 6.

Buses and Pasalubong stalls Genesis waiting area

Figure
Figure 9. 8.
PartasPartas Ticket
waiting areaBooth
 7

Figure 14.
7 Nodes of Terminal

Figure 16.
Lot plan and Sun path Analysis

Source: City Planning Development Office (CPDO)

Figure 15.
Location of Gov. Pack in CBD Map

Source: City Planning Development Office (CPDO)

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Statement of the Problem

Traffic congestion is one of Baguio City's problems, caused by the rapid
migration of people to the city for tourism activity and urbanization. Poor
transportation planning hinders the ability of transportation to be accessible,
productive, and reliable to commuters and can significantly impact their experiences
in the transportation disposition. Among the challenges of congestion is the problem
of intermodal transport terminals, which is the effect of substandard transportation
infrastructure and the rise of vehicle ownership, as well as concerns about travel
delays, poor time allocation, and level of stress from the commuters, which the
researcher seek to answer, together with Baguio City Planning Office.

Scope and Limitations of the study

The researcher limited their study's scope to the Central Business District
(CBD) of Baguio City in assessing the Commuter experience of the residents,
students, workers, and tourists in selected routes, namely Aurora Hill and Trancoville
that pass through the vicinity of Governor Pack Road, Baguio City that has been used
in determining a comprehensive design for Intermodal Transport Terminal.

Objective of the study

The researcher sought to determine a comprehensive design for the Intermodal
Transport Terminal to increase passenger handling capacity, reduce
 9

boarding/alighting time, and improve comfort and convenience in Governor Pack

Road, Baguio City. In terms of commuter experience, the researcher sought to
determine the different factors affecting their commuting experience in the Central
Business District (CBD) of Baguio City.

Moreover, the researcher sought to assess the (a) level of satisfaction of the
commuters regarding the current facilities in transportation terminals and
transportation schemes, (b) the level of efficiency concerning passenger circulation in
the current terminal layout, with a specific focus on the commuter's experiences, (c)
level of service for commuters about the quality of service for vehicles, equitable
accessibility for each individuals, and transport safety and security, (d) to create an
architectural solution by analyzing the study findings and addressing the situation of
the current terminal infrastructure.

Review of Related Literature

Traffic congestion

Due to the rapid growth of personal vehicles in recent years, the volume of
urban road traffic has significantly increased, resulting in numerous routes nearing
their utmost capacity at peak periods. According to Iro and Pat-Mbano (2022), the
primary problem in Owerri Municipal, Nigeria, is that overpopulation causes traffic
congestion. It is a result of the increased usage of road infrastructure initially intended
to accommodate a specific number of people. Hence, traffic congestion has
persistently plagued the majority of large urban centers. Every nation's primary goal is
to enhance its citizens' social and economic well-being. In this context, transportation
plays a crucial role as an essential requirement for both economic and social progress.
The study of Arasan (2012) asserts that transportation is a crucial element of daily
existence, aiming to enhance human movement and facilitate access to diverse
activities. Consequently, a corporation depends on urban transportation infrastructure
to transport its customers, employees, and suppliers. Furthermore, Weisbrod and Reno
(2009) assert that an efficient transportation system enhances productivity in the
following ways:
● Businesses are better able to deliver goods and services.
● Individuals have easier access to education and healthcare.
● Employment is created.
● Vehicle operation costs are reduced.
● There are safety and emission benefits.

Consequently, an efficient transportation system enhances productivity, a

critical factor influencing economic expansion and quality of life, and the requirement
for accessibility within cities is satisfied by efficient urban transportation (Okoko,
2006). Also, Arasan (2012) and Rodrique et al. (2009) state that transportation
infrastructure is an essential factor that directly impacts the capacity and effectiveness
of urban transportation within a metropolis. The primary components of
transportation infrastructure are roadways, parking facilities, vehicles, and terminals.

In line with this, Ghazali et al. (2019) said a better quality of life is when
people are satisfied with their lives and can react positively to the lives that could
change by certain situations. Therefore, this issue would add to the life burden and
 10

living stress among the community, either the road users or people who live near the
traffic congestion area, which would disrupt and decrease the productivity level of
humans in contributing to the economic growth of cities or regions. Ghazali claimed
that the community's productivity would be low if they spent more time stuck in
traffic congestion, which might make them miss attending some working activities.
He also found that the quality of life can be seen as objective indicators, such as
income and number of cars per household, and subjective factors, such as happiness
and life satisfaction. Lastly, it is essential to know about the feelings of the
community, which can also be called transportation users, and their reaction towards
traffic jams. This can help the decision-maker understand the solution well and make
more efficient and valuable policies.

Commuter Experience

Commuting pertains to the continuous journey between a person's home and

their workplace or educational institution, extending beyond their immediate
community's limits. In Telangana, India, commuters can be categorized as either local
commuters who frequently travel within their vicinity or long-distance commuters
who frequently travel between their residences, educational institutions, and
workplaces. As a result, commuting between places, work, and living has impacted
one’s overall well-being. Moreover, there are critical areas of concern posed by long
commuting times, including the strain on family relationships (Lavanya & Reddy,
2019).

According to Jamil et al. (2022), the relationship between commute duration

and academic performance is examined in their study on the effects of commuting on
students' health and academic performance in Ajman, UAE. However, transportation
affects the community’s daily routines and lifestyle and harms users' health. It is
classified as an air pollutant that could harm human health. Air pollutants contribute
to health difficulties for drivers, commuters, and people who live near the road where
they are exposed to air pollutants, potentially leading to exhaustion and anxiety.

With the growing suburban dispersal alongside growing urbanization each

year, the trend indicates an increase in private motor vehicles, road motor vehicles,
and modernized jeepneys. The time people spend commuting has escalated over the
past decade. It was discovered that longer commutes were linked to lower academic
achievement. This might be related to the physical challenges and stress of long
commutes, leaving less time and energy for academic pursuits like studying. It is clear
from this that a person's commute length can negatively impact in different ways:
● Common for Commuters
● Effects of Commute to Health that can lead to physical difficulties
● Effects of Commutes on Students' Academic Performance
● Effects of Commutes that can lead to poor social health

Recognizing the complex nature of commuting and the strategies employed by

individuals can inform efforts to enhance the commuting experience and the overall
well-being of students, employees, and individual commuters who employ various
coping mechanisms
 11

Smart Mobility

Smart Mobility, also known as intelligent mobility, is an advanced

technological method to evaluate and improve public transportation, which aims to
make travel more efficient, safe, sustainable, and equitable. Smart mobility is a new
idea increasingly integrated with long-term global development, considering the
United Nations' 17 Sustainable Development Goals (Paiva et al., 2021). Integrating
smart mobility is now vital in transforming the transportation system into a more
logical, advanced, and systematic transportation structure. The concept of smart
mobility was patterned in the idea of the smart city. According to Wolniak (2023),
smart cities and smart mobility are closely connected ideas. The notion of a smart city
employs new technologies and innovative solutions to improve citizens' quality of
life. Smart Mobility is one of the significant features of smart and sustainable
transportation inside the smart city. Smart Mobility is equally vital for environmental
conservation in an intelligent city. For example, electric automobiles and urban
bicycles help minimize greenhouse gas emissions and air pollution. As a result, smart
mobility helps to improve air quality and citizens' health (Wolniak, 2023).

Furthermore, smart mobility introduces innovations in transportation schemes,

which enables the better use of road infrastructures in improving the mobility of
residents. The benefit of smart mobility is not limited to impacting traffic and
sustainability but also has an ascertainable impact on the city's health, economy, and
growth. According to Martinidis (2019), smart cities that invest in intelligent mobility
can attract more talent, which leads to a rise in the GDP and overall economy of the
city because of its connection to development and ensuring proper efficiency of
transport of goods and people.

One key component of intelligent mobility is utilizing data from various

sources to optimize transportation systems, enabling real-time analysis of traffic flow,
routing, and planning to reduce congestion and enhance system performance. In
addition, smart mobility involves connected vehicles equipped with sensors and
communication technology, providing real-time information about traffic conditions,
weather, and road hazards, enabling drivers to make informed decisions. (Wolniak,
2023).

Regardless, smart mobility has underlying issues and challenges encountered.

According to Boin et al. (2023), smart mobility aims to improve accessibility and
equity for all individuals, regardless of socio-economic status or location. However,
challenges include stakeholder communication and coordination, compatibility with
legacy applications, and trade-offs. The development of intelligent mobility systems
should consider the diversity of users, and the initial monetary costs may be high.
Despite these challenges, the benefits of smart mobility are expected to outweigh the
initial costs, making it a crucial aspect of transportation solutions. The creation of the
Smart Region Mobility Framework for a set of islands in the Philippines. The research
aimed to create an innovative area mobility framework providing an intelligent and
self-sustaining transportation system. Electric cars enhanced public transit, intelligent
traffic management systems, mobile applications for trip planning, and real-time data
collecting and analysis were recognized as major technologies that may be utilized to
optimize the flow of people and products in the research. (Billones et al., 2021)
 12

The study also found many barriers to smart mobility adoption in the
Philippines, including the need for strong public-private partnerships, legal
frameworks to enable smart mobility, and comprehensive data protection and security
safeguards.

Intermodal Transport

Intermodal transportation terminals improve the efficiency, cost-effectiveness,

environmental sustainability, and adaptability of goods and passenger transportation.
Transportation terminals play an essential part in current transportation systems as
they facilitate the integration of several modes of transportation, thus ensuring the
efficient movement of goods and people. According to Roquel et al., 2021, the
development of coordination among different modes of transportation not only
contributes to economic production and efficiency but also facilitates the mobility of
vulnerable populations, such as the elderly, disabled individuals, and people facing
economic challenges in terms of their capability in affording the transport fare.

The concept of an intermodal transportation terminal focuses on developing a

centralized, efficient, and sustainable transportation hub that facilitates the integration
of various modes of transportation. This terminal aims to provide flexibility and
benefits for the environment, businesses, and the community. According to Pitsiava-
Latinopoulou and Iordanopoulos (2012), to ensure the effectiveness of this important
function, a terminal need to include the following:
● Consistent and sufficient level of service from the authorized personnel used
to run the terminal
● Adequacy of the facilities available for the transfer
● Offering inexpensive travel (less expensive than or equal to the price of
traveling without transfers)
● Site accessibility for all users, particularly people with disabilities, and shorter
travel time than would be required for the same travel without a transfer
● Direct access for practically all systems with various terminal modes between
two platforms.

One of the Hong Kong studies shows that transportation facilities impact people,
especially tourists. The study shows that tourists depend on transportation facilities
and network information as they visit certain tourist spots in the central area since
they are less familiar with the place(Masiero et al., 2022). Moreover, The
Organization for Economic Co-operation and Development (OECD) of 2016 states
that transportation infrastructure is essential for visitors and directly influences the
quality of tourist experiences as its purpose is to connect the people to the place.
Suitable infrastructure and modes of transportation benefit not just visitors but also
open opportunities for tourism development.

Design Standard for a better level of service

According to Daphne et al. (2019), one of the main features of an intermodal

transport terminal is its capacity to accommodate passengers and products from
several modes of transportation. The circulation of the architectural design of
buildings and their interior spaces facilitates the smooth movement of individuals
within the structure. It additionally pertains to the circulation routes within a
building's floor plan, which dictate how users interact with the structure's architectural
 13

design. Given this perspective, circulation networks within a building are widely seen
as vital factors unless the structure is intended exclusively for historical purposes. The
"user pathways" refers to the paths people follow inside a specific location. The paths
taken inside a given place can be shaped by the environment's initial design objectives
and its users' subsequent movement patterns and techniques.

From an architectural point of view, according to Ibem et al. (2016), the

design of buildings frequently involves circulation spaces strategically positioned
between more significant areas inside the structure. These circulation spaces facilitate
the flow of individuals from different areas within the building. Circulation areas
within buildings can be classified into two distinct groups. The initial category
includes areas that enable the movement of individuals in a horizontal manner within
the structure, also known as horizontal circulation spaces. The circulation spaces, both
within and outside the structure, serve as pathways connecting many significant areas
on the same floor or the building's outdoor ground level. Building elements that
enhance horizontal circulation within buildings include entrances, foyers or
receptions, lobbies, lounges, ramps, and elevators. (Ibem et al., 2016)

In the Memorandum Circular 2017-030 of the Department of Transportation, the

standard requirements for an Intermodal Transport Terminal can accommodate at
least four (4) modes of transportation such as Public Utility Buses (PUB’s), Mini
Buses, Public Utility Jeepneys (PUJ’s), UV express services and Taxis. The following
shall be the minimum requirements for the design parameters of the Intermodal
Transport Terminal:
● The terminal area requirement shall be based on the feasibility study as
approved by the DOTr;
● Separate and sufficient parking slots for each mode of transport;
● Separate departure and arrival bays for each mode of transport;
● Wide entrances and exits to ensure easy mobility to and from the terminal;
● Drop-off and pick-up areas for private vehicles;
● Concrete following of the entire terminal, not only for the loading and
unloading area;
● Roofing that would provide sufficient protection from the heat of the sun and
rain;
● Installed communication facilities such as telephones, fax machines, and
internet, among others;
● CCTV or Security room
● Availability of information and passenger assistance counters and personnel;
● Online ticketing and dispatching;
● Monitors a detailed schedule of regular trips for each mode of transportation
● Appropriate and adequate signages;
● Walk-through metal detectors are installed in all entry points;
● Adequate and comfortable benches and seats with backrests for waiting
passengers;
● Separate restrooms for persons with disabilities (PWDs) and male and female
passengers which must, at all times, be: a) clean; b) sufficiently lighted; c)
ventilated; d) provided with clean water, flush system, toilet seat with cover,
lavatory, waste bin, and functional door lock; e) exclusive space for diaper-
changing tables; and f) regularly maintained by janitorial personnel;
● Priority lane for Senior Citizens, PWD, and Pregnant women;
 14

● Elevators and escalators to facilitate easy access for Senior Citizens, PWDs,
Pregnant women, and passengers traveling with luggage, infants, or small
children
● Availability of ramps for PWDs and
● Other facilities include drivers’ retiring rooms, a canteen, and an
administrative office.

Under the Memorandum Circular 2017-030 of the Department of Transportation,

the standard requirements shall be utilized as the design parameters for the Intermodal
Transport Terminal Governor Pack Road, Baguio City.

Significance of the Study

Enhancing Urban Mobility and Quality of Life in Baguio City: The study
aims to significantly improve the urban mobility of Baguio City, a densely populated
and key urban center in the Philippines, by addressing traffic congestion issues. This
improvement is expected to enhance residents' and visitors' overall quality of life,
contributing to the city's reputation as a major commercial, financial, and educational
hub.

Promoting Sustainable Urban Development: The study's focus on smart

mobility and efficient public transport systems aligns with broader economic
competitiveness, social cohesion, and sustainable urban development objectives. By
enhancing the reliability and efficiency of public transportation, the study supports
sustainable urban growth and reduces the environmental impact of urban
transportation.

Improving Public Transportation Reliability and Passenger Comfort: By

analyzing and improving aspects such as waiting times, boarding, in-vehicle time, and
overall travel experience, the study directly enhances service reliability in public
transportation. This benefits commuters and supports the broader goal of efficient and
comfortable urban mobility.

Economic and Environmental Benefits: Developing an efficient Intermodal

Transport Terminal is expected to reduce transportation expenses, increase economic
productivity and efficiency, and lessen the strain on infrastructure components.

Facilitating Baguio City's Transformation into a Smart City: By

implementing smart mobility solutions and establishing an Intermodal Transport
Terminal, the study contributes to Baguio City's goal of becoming a Smart City. This
aligns with the city's comprehensive framework to meet present and future
transportation requirements, addressing key agenda items like environmental
revitalization and proactive traffic management measures.

Hypothesis of the study

Level of Satisfaction with Current Transportation Facilities and Schemes:

 15

Alternative Hypothesis (Ha): There is a significant difference in the level of

satisfaction among commuters regarding the current facilities in transportation
terminals and transportation schemes.

Efficiency of Current Terminal Layout:

Alternative Hypothesis (Ha): Commuters perceive a significant difference in

the level of efficiency concerning the current terminal layout in terms of its facilities,
bus bays, scheduling, operational aspects, and passenger services.

Level of Service for Commuters:

Alternative Hypothesis (Ha): Commuters perceive a significant difference in

the level of service quality concerning the quality of vehicles, equitable access for
individuals, and transport safety and security.

Design of the Intermodal Transport Terminal:

Alternative Hypothesis (Ha): The design of the Intermodal Transport Terminal

leads to a significant increase in passenger handling capacity, reduction in
boarding/alighting time, and improvement in comfort and convenience for commuters
in Baguio City.

Conceptual Framework

Figure 17.
Conceptual Framework Diagram
 16

The research framework illustrated in Figure 17 is the Input-Process-Output

Model. The IPO model provides the specific parameters the researcher used to get the
required data, such as the spatial arrangement, conceptual structure, and
methodological orientations. The input is the primary subject of the study, which the
researcher examined and resolved. These included the primary location of the study,
design parameters and guidelines that will serve as the regulatory framework for
architectural solutions, and design considerations aligned with the study. Thus, it also
includes the analyzed data that leads to the occurrence of traffic congestion in Baguio
City.

Moreover, the study assessed the current state of the site. It evaluated the
experience of commuters, specifically in terms of service quality, efficiency, and
satisfaction with the existing infrastructure of the bus terminal located at Governor
Pack Road, Baguio City. In addition, the researcher utilized case analysis and
thoroughly examined existing literature to ascertain the study's findings. The data's
research and interpretation resulted in a comprehensive architectural design solution
for the Intermodal Transport Terminal on Governor Pack Road, Baguio City. This
solution specifically focuses on improving the experience of commuters.
 17

METHODOLOGY

Research Population and Community

The researcher observed the study's first set of data, which is the travel time,
loading/unloading zones, and transit stops, in Aurora Hill modernized jeepney route
(See Figure 19) and Trancoville modernized jeepney routes (See Figure 20). The
Aurora Route starts at Barangays Bayan Park and Aurora Hill, while Manuel Roxas
Route and Bonifacio Route traverse mainly for the Barangay Trancoville residents.

Figure 18.
Barangays and Jeepneys Associated with the Three Routes

The second set of data, the researcher assessed the user perspectives on the
current terminal in Governor Pack Road, Baguio City, which includes:
1. Commuters who reside and commute within Baguio City,
2. Cooperatives managing the modernized jeepneys,
3. Modernized jeepney operators with routes within the Baguio Central District
(CBD), and
4. persons within the Governor Pack Road.
5. The researcher used the Cochran’s Formula to determine the sample size
population of the breakdown of the sample size per stratum, which entails the
final sample size is at least 198–around 33 tourists, 92 students, 7 seniors, 7
PWDs, and 59 others. (See page___________)
 18

Research Design and Methods

The researcher utilized a mixed-methods approach integrating qualitative and

quantitative data collection and analysis methodologies—the qualitative component
was used in interviews and questionnaires. At the same time, the quantitative part
utilized tabulation of numerical form derived from gathered survey questionnaires that
was distributed to the respondents (Streefkerk, 2023). The researcher used a mixed-
method Sequential Explanatory Design (SED), which merges the qualitative and
quantitative interpretations where the qualitative findings help determine and
elaborate the quantitative results (Schoonenboom et al., 2017).

The mixed-method SED starts with the quantitative phase of gathering data
and then qualitative phase of collection (Subedi, 2016). The quantitative phase
involves using data obtained through the researcher observations and collecting
necessary data such as travel time, loading and unloading, and designation of transit
stops. In addition, the second phase, a qualitative methodology was employed,
involving the implementation of surveys comprising straightforward questions and
statements understandable to future study participants. Furthermore, the study's
research methodology involves interviews and acquiring data from specific
government agencies, namely the City Planning and Development Office (CPDO), the
Department of Tourism Office (DTO), and the Land Transportation Office (LTO).
The two methods are merged during the interpretation phase.
 19

The process involved carefully selecting qualified participants suited to the

respective categories and utilizing qualitative research methods to understand the
study's findings further. Moreover, this study used a follow-up explanation model to
further explain the quantitative results by collecting qualitative data from participants
who could best assist in further explaining the results (Jenkinson, 2018)

Sampling Design

The researcher used purposive sampling, which includes a set of methods of

non-probability sampling where units are deliberately chosen based on specific traits
required for inclusion in the sample (Nikolopoulou, 2023). The researcher selected
modernized jeepneys as the primary focus of their investigation into commuter
perceptions. This choice is based on the Baguio City Smart Transportation and
Mobility Master Plan (2021), which designates modernized jeepneys as the primary
mode of transportation in the Central Business District.

In addition, this study employed stratified random sampling within the

framework of probability sampling to administer the survey questionnaire. The
researcher selected a subset of individuals from a specific age range to serve as a
representative sample of commuters. The researcher utilized this methodology by
selecting a sample of high school students aged 12 to 16 years old, individuals in the
early adulthood stage ranging from 17 to 45 years old, individuals in the middle
adulthood stage ranging from 45 to 60 years old, those in the late adulthood stage
aged 60 to 69 years old, and 70 years old and older to cater all the age groups.
 20

Figure 19.
Aurora Hill Jeepney Route Map
 21

Figure 20.
Trancoville Route Map (Manuel Roxas and Bonifacio Routes)
 22

Data Collection

1. Survey Questionnaire

To determine user perspectives, the researcher used survey questionnaires

formatted on a five-point Likert scale that aimed to determine the (2.1) level of
satisfaction of the commuters regarding the current facilities in transportation
terminals and transportation schemes, (2.2) the level of efficiency concerning the
current terminal layout in terms of its facilities and bus bays, the scheduling and
operational aspects, as well as the various passenger services provided, with a specific
focus on the commuter's experiences, (2.3) level of service of commuters about the
quality of service for vehicles, equitable access for individuals, and transport safety
and security. (See Appendix A, page___)

The researcher administered survey questionnaires to a representative

population sample to assess commuters' perspectives on satisfaction and efficiency.
The questionnaires were disseminated through face-to-face interactions with
commuters and operators of modernized jeepneys, and both participants were
obtained through stratified sampling.

Figure 21.
Commuter's Experience Chart
 23

2. Systematic Observation
The researcher conducted systematic observation, specifically multiple focuses
and statistical analysis, by observing what commuters experience. In its structured
form, systematic observation is a way to collect quantitative data in which one or
more observers watch events or behaviors as they happen and accurately record their
observations of predetermined categories ("Systematic observation," 2007). To avoid
bias, one or more observers record the desired behavior(s) using a specified coding
system (Cornell et al., 2023).

The researcher employed a systematic observation method known as multiple

focuses to gather multiple pieces of information. This included determining the total
duration of trips or loops, quantifying the number of stops made by jeepneys during a
single trip, measuring the time required for passengers to board, alight, and for the
jeepney to wait for passengers, and determining whether the modernized jeepney
operators are using the designated loading/unloading zone for alighting and boarding
of passengers. The researcher conducted the experiential observation from 6:30 a.m.
to 6 p.m., encompassing weekdays and weekends. By doing so, the researcher
documented and identified the factors that affect commuters' experiences by listing
the number of stops, travel time, and the designated loading/unloading zones (See
Appendix B ___ page__). The study focused exclusively on observing modernized
jeepneys, the primary mode of transportation in the Central Business District. The
researcher conducted the experiential observation during peak hours, encompassing
weekdays and weekends. By doing so, the researcher documented and identified the
factors that affect commuters' experiences concerning the number of stops, travel
time, and the designated loading/unloading zones. One hundred eighty-nine (189)
trips were conducted on the Aurora Hill and Trancoville routes. Nine (9) trips on the
Aurora Hill Route, nine (9) trips on the Bonifacio Route, and nine (9) trips on the
Roxas Route covering seven (7) days in a week. In total, there are sixty-three (63)
trips taken on the Aurora Hill modernized jeepney route, sixty-three (63) trips on
Trancoville modernized jeepney route one, and sixty-three (63) trips on Trancoville
modernized jeepney route two.

3. Literature Analysis in Design Standard of Intermodal Transport

Terminal
The researcher conducted a research review of related literature that is relevant
to their study. In line with this, literature analysis can provide answers, review
functional studies when the researcher wants to evaluate theory or evidence in a
particular area or examine the validity or accuracy of a particular theory or competing
theories (Tranfield et al., 2003). Torraco (2005) also mentioned that literature analysis
can be used, for example, to create research agendas, identify research gaps, or
discuss a particular matter that aims to engage in theory development.

The researcher extracted the parts of the relevant related literature and then
synthesized these studies. Lastly, synthesizing a review of related literature will serve
as the foundation of the research study.
 24

Data Analysis

1. Sample size determination

Group Count Percent

Tourist 5 16.67%
Students 14 46.67%
Senior 1 3.33%
Others 10 33.33%
Grand Total 30 100.00%

From the pilot survey conducted, it was found out that 16.67% of the
respondents are tourists, 46.67% are students, 3.33% are seniors, and 33.33% are
other types of commuters. No respondent belonged to PWD’s. However, they also
commute and are about the same number as seniors. Therefore, we will remove one
count from others and allot that for PWD’s. This will give a proportion of 3.33% for
PWD’s and 30% will be the assigned proportion for Others. The modified table is
shown below:

Group Count Percent

Tourist 5 16.67%
Students 14 46.67%
Senior 1 3.33%
PWD 1 3.33%
Others 9 30%
Grand Total 30 100.00%

Based on Cochran (1963), the sample size for each stratum can be calculated by the
formula:
2 2
z S
α/ 2
n≥
¿¿

where:
2
S is the variance of the parameter of interest;
z α/ 2 is the standard normal variate;
δ μ is the margin of error about the parameter of interest;
2
s is the variance estimate based on a pilot survey; and,
δ ȳ is the margin of error of the estimate (or sample mean).
 25

We can estimate s2 ≈ p (1− p) where p is the proportion of the desired

attribute. Using the percent distribution above based on the pilot survey, we set the
following sample size based on a stratified sampling design. We achieved the
maximum sample by setting p=0.5, using a significance level of α =0.05 , and a
margin of error of 5%.
2
1.9 8 ×0.25
n≥
¿¿

This means that the minimum sample size required is 198.

Based on this sample size, the following is the breakdown of the sample size per
stratum (group):

Group Count Percent Sample size

Tourist 5 16.67% 33
Students 14 46.67% 92
Senior 1 3.33% 7
PWD 1 3.33% 7
Others 9 30% 59
Grand Total 30 100.00% 198

The final sample size is at least 198–around 33 tourists, 92 students, 7 seniors, 7

PWDs, and 59 others.

1. Reliability of the questionnaire

The researcher used JAMOVI version 2.3.21.0 (The Jamovi project, 2022),
built on top of the R statistical package (R Core Team, 2021), to determine the
reliability of the questionnaire based on Cronbach’s alpha. Reliability is the
replicability of the results when the questionnaire is administered to another set of
randomly chosen respondents. The closer the value of Cronbach’s alpha is to 1, the
higher the reliability. On the other hand, the closer the value of Cronbach’s alpha is to
0, the lower the reliability. A Cronbach’s alpha of 0.7 and above is preferred for
reliability.

Below are the values of Cronbach's alpha for the questionnaire. The table
shows that the questionnaire has a very good overall reliability (0.918). Taken
separately, the questions for level of satisfaction (0.847), level of efficiency (0.854),
and level of service (0.939) are also reliable for soliciting the opinions of the
respondents. This also means that the sum of the responses for each level of
satisfaction, efficiency, and service can be treated as a continuous scale. As such,
parametric analysis like ANOVA can be permitted when comparing across groups
(Revelle, 2019).
 26

Overall reliability 0.918

Level of satisfaction questions 0.847

Level of efficiency questions 0.854

Level of service questions 0.939

2. Statistical treatment
Descriptive statistics is used to determine the commuters, the use of public
transportation as a mode of transportation, the purpose of travel, whether the
respondent is a resident of Baguio City, the group the respondent belongs to, the
average time of jeepney bus, frequency of using public transportation, average travel
time of jeepney, as well as the frequencies of responses for each question for the
levels of satisfaction, efficiency, and service.

To compare associations between levels of satisfaction, efficiency, and service

as dependent variables and group and other grouping variables as independent
variables, multivariate ANOVA (MANOVA) may be used using the sums of
responses for each category as dependent variables and whether the respondent is a
resident of Baguio City, the group the respondent belongs to, the average time of
jeepney bus, frequency of using public transportation, and average travel time of
jeepney as independent variables.

MANOVA is a technique that extends the capabilities of the analysis of

variance (ANOVA) by assessing multiple dependent variables simultaneously. It is
used when two or more dependent variables are used and is often followed by
significance tests involving independent variables separately. MANOVA is usually
carried out significantly when the dependent variables are also correlated to each
other. In this study, the satisfaction, efficiency, and service levels are related because
they came from the same set of respondents.

RESULTS AND DISCUSSION

1. Survey questionnaire

1. 1 Profile Respondents
There were a total of 198 survey respondents. Three (3) of the respondents did
not indicate their gender, 3 did not indicate whether they use public transport, 2 did
 27

not indicate their purpose of travel, and 2 did not answer their waiting time for public
utility vehicles (jeepneys and buses).

Table 1 shows the distribution of the 195 respondents who indicated their
gender. 56.9% (111) were females while 43.1% (84) were males. Almost 4 out of 5
respondents (158) are aged 17-45. Table 2 shows that the second most frequent group
of respondents in terms of age belong to the 45-60 age group (9.6%: 19), followed by
the groups aged 12-16 (5.6%: 11), 60-69 (4%: 8), and aged 70 and above (1%: 2).

Gender Counts % of Total Cumulative %

F 111 56.9 % 56.9 %
M 84 43.1 % 100.0 %
Table 1.
Frequencies of Gender

Table 2.
Frequencies of Age
Age Counts % of Total Cumulative %
12-16 11 5.6 % 5.6 %
17-45 158 79.8 % 85.4 %
45-60 19 9.6 % 94.9 %
60-69 8 4.0 % 99.0 %
70 and above 2 1.0 % 100.0 %

From Table 3, out of the 198 respondents, 9 out of 10 were commuters (186)
while only 6.1% were non-commuters (12). Out of the 195 who responded, 93.8%
(183) said that they use public transport (see Table 4), which emphasizes the
importance of public transport to the lives of Baguio people. Meanwhile, 70.9% (139)
of the 196 respondents state that their purpose of travel is school and work while
29.1% (57) traveled for leisure (see Table 5). Interestingly, Table 6 shows that the
Baguio residents comprise only 34.8% (69) of the respondents while the majority
64.6% (128) are non-residents; one (1) respondent did not indicate the type of
residency. Finally, table 7 shows that students form the most frequent respondents
(44.4%: 88), followed by other types (26.3%: 52), tourists (22.2%: 44), senior citizens
(4.5%: 9), and PWD’s (2.5%: 5). This distribution is close to the initial sample
breakdown.
Table 3.
Frequencies of Commuter
Commute
r Counts % of Total Cumulative %
No 12 6.1 % 6.1 %
 28

Yes 186 93.9 % 100.0 %

Table 4.
Frequencies of Use Public Transport
Use Public Transport Counts % of Total Cumulative %
#N/A 4 2.1 % 2.1 %
No 8 4.1 % 6.2 %
Yes 183 93.8 % 100.0 %

Table 5.
Frequencies of Purpose of Travel
Purpose of travel Counts % of Total Cumulative %
Leisure 57 29.1 % 29.1 %
School and work 139 70.9 % 100.0 %

Table 6.
Frequencies of Resident
Resident Counts % of Total Cumulative %
#N/A 1 0.5 % 0.5 %
No 128 64.6 % 65.2 %
Yes 69 34.8 % 100.0 %

Table 7.
Frequencies of Group
Group Counts % of Total Cumulative %
Others 52 26.3 % 26.3 %
PWD 5 2.5 % 28.8 %
Senior 9 4.5 % 33.3 %
Students 88 44.4 % 77.8 %
Tourists 44 22.2 % 100.0 %

Table 8 shows that the most frequent waiting time for public utility vehicles is
6 to 10 minutes (39.3%: 77), followed by 1 to 5 minutes (28.1%: 55), more than 15
minutes (16.8%: 33) and 11 to 15 minutes (15.8%: 31). Apparently, respondents
would not be able to distinguish the amount of waiting time when the waiting time is
above 10 minutes.
 29

Table 8.
Frequencies of PUV waiting time
PUV waiting time Counts % of Total Cumulative %
1 to 5 minutes 55 28.1 % 28.1 %
11 to 15 minutes 31 15.8 % 43.9 %
6 to 10 minutes 77 39.3 % 83.2 %
More than 15 minutes 33 16.8 % 100.0 %

Table 9 highlights the importance of public transport to the riding public as

37.9% of the respondents (75) use public transport twice a day. Some (23.2%: 46)
even use public transport three times a day, while 18.7% (37), 13.1% (26), and 7.1%
(14) use public transport only once, four times, or other times a day, respectively.

Table 9.
Frequencies of PUV usage frequency
PUV usage frequency Counts % of Total Cumulative %
1/day 37 18.7 % 18.7 %
2/day 75 37.9 % 56.6 %
3/day 46 23.2 % 79.8 %
4/day 26 13.1 % 92.9 %
Others 14 7.1 % 100.0 %

Table 10 highlights the impact of the use of public transport to the schedules
of the riding public. Although 42.9% (85) of the riding public have an average travel
time of 1 to 15 minutes, a significant proportion (40.4%: 80) spend 16 to 30 minutes
inside public utility vehicles on their way to school or work. The rest even travel 31 to
45 minutes (9.6%: 19), and 46 to 60 minutes (6.1%: 12) just to go to school or work.
This means that for respondents who use public transport twice in a day and spend
around 60 minutes each way, around 2 hours of the 16 (12.5%) waking time is spent
unproductively inside public transport.
 30

Table 10.
Frequencies of Average Travel Time
Average travel time Counts % of Total Cumulative %
1 to 15 minutes 85 42.9 % 42.9 %
16 to 30 minutes 80 40.4 % 83.3 %
31 to 45 minutes 19 9.6 % 92.9 %
46 to 60 minutes 12 6.1 % 99.0 %
Others 2 1.0 % 100.0 %

1.2 Reliability of questionnaire

A questionnaire with a Cronbach’s α greater than 0.7 is reliable. This means
that if the test were given to a different sample, the responses would be similar to the
one we currently have. The full questionnaire has a very high reliability with a
Cronbach’s α of 0.948 (see Table 7). Meanwhile, the parts of the questionnaire are
also all reliable with the levels of satisfaction, efficiency, and service questions having
Cronbach’s α’s of 0.860, 0.864, and 0.915, respectively.

Table 11.
Reliability Measures
Questionnaire Mean SD Cronbach's α
Full questionnaire 2.928 0.539 0.948
Level of satisfaction 2.786 0.638 0.860
Level of efficiency 3.015 0.592 0.864
Level of service 2.974 0.589 0.915

In general, the respondents answered close to 3. However, the level of

satisfaction questions has an average of almost half a standard deviation below 3,
which indicates a lower level of satisfaction in general. Both efficiency and service
levels are scored around the middle value (enough), indicating that the items being
measured are not dissatisfactory but also not satisfactory. More specific responses to
each question are shown in the next subsection.

1.3 Distribution of responses by item

A concern about Likert scale questionnaires is that the respondents may tend
to answer randomly. If this were the case, then each option should have an equal
chance of being chosen. As such, researcher expect the responses to have equal
frequencies of being chosen. The researcher can use a goodness of fit test to
determine if the responses are different from those when the respondents guessed the
responses or did not take the questionnaire seriously. A low p value less than a
significance level of 0.05 would indicate otherwise.
 31

1.3.1 Level of satisfaction

As shown in Table 12, each question was answered differently to what
researcher would expect if the respondents answered by randomly choosing a rating.
The plurality of the respondents answered “enough” to the facilities questions,
specifically the existing transportation facilities (LOST 1), flow of entry and exit
within the terminal (LOST 2), use of arrival lanes and departure lanes (LOST 3),
general cleanliness of transportation facilities (LOST 4), ticket purchase (LOST 5),
availability of information desk facility in administering travel information (LOST 6),
number of seating/benches (LOST 8), shading devices and shelter (LOST 9), and
presence of information board (LOST 10). Meanwhile, the plurality of the
respondents are dissatisfied with the availability of a clinic, waiting room, and
operator resting area (LOST 7).

Regarding the level of satisfaction with the current transportation scheme or

flow, although most respondents answered “enough” for efficiency of loading and
unloading zone (LOST 12), parking space capacity and efficiency (LOST 13), vehicle
route (LOST 14), and visibility of street markings (LOST 15), the plurality of
respondents would answer that they are dissatisfied with their experiences regarding
the traffic condition in Baguio (LOST 11) and more respondents gave dissatisfied and
very dissatisfied ratings regarding the traffic condition (LOST 11) and parking space
capacity and efficiency (LOST 13) compared to those who are satisfied or very
satisfied. On the other hand, the respondents responded more favorably to the current
status of vehicle routes (LOST 14) and visibility of street markings (LOST 15).

The frequency of “enough” responses may indicate that the respondents

wanted to choose a “safe” answer or are unsure whether to rate a particular item
positively or negatively for lack of a better idea of how things should be or for lack of
a standard to compare against. This phenomenon is called response bias.

Table 12.
Distribution of responses to level of satisfaction questions

Item 1 2 3 4 5 NA Total Raters Chi Square p-value

LOST1 4 45 98 36 12 3 198 200.58 0.0194
LOST2 6 56 89 38 7 2 198 190.55 0.0197
LOST3 9 40 84 53 8 4 198 162.33 0.0043
LOST4 14 48 70 49 16 1 198 126.88 0.0000
LOST5 25 50 58 41 14 10 198 72.64 0.0000
LOST6 22 47 61 44 16 8 198 80.00 0.0000
LOST7 33 62 50 33 3 17 198 77.03 0.0000
LOST8 30 59 62 33 8 6 198 109.09 0.0000
LOST9 24 45 74 33 14 8 198 104.12 0.0000
LOST10 23 52 59 37 19 8 198 75.73 0.0000
LOST11 47 69 49 26 3 4 198 126.76 0.0000
LOST12 16 41 83 44 13 1 198 155.55 0.0020
 32

LOST13 32 63 71 24 5 3 198 151.79 0.0012

LOST14 12 33 85 56 11 1 198 174.70 0.0114
LOST15 7 27 92 47 24 1 198 177.03 0.0130

1.3.2 Level of efficiency

As with the level of satisfaction questions, the rating distribution differs from
what the researcher would get when the respondents answered randomly.

Table 13.
Distribution of responses to level of efficiency questions
Item 1 2 3 4 5 NA Total Raters Chi Square p-value
LOE1 15 54 87 33 8 1 198 182.73 0.0165
LOE2 13 36 86 50 12 1 198 169.58 0.0081
LOE3 28 60 62 34 12 2 198 119.21 0.0000
LOE4 8 25 95 58 10 2 198 211.64 0.0144
LOE5 4 45 84 54 10 1 198 174.64 0.0114
LOE6 5 31 93 56 9 4 198 193.67 0.0201
LOE7 4 27 100 53 12 2 198 220.85 0.0092
LOE8 8 46 90 48 4 2 198 194.12 0.0202
LOE9 5 32 91 55 13 2 198 187.00 0.0186
LOE10 9 50 90 36 12 1 198 182.91 0.0166
LOE11 14 47 93 35 7 2 198 193.88 0.0202
LOE12 11 33 88 53 11 2 198 176.70 0.0128
LOE13 10 32 81 59 15 1 198 162.21 0.0043

Regarding the efficiency of the design of terminal and infrastructure, Table 13

shows that the plurality of the respondents think that the efficiency of the current
layout of the terminal (LOE 1), usage of bus bays (LOE 2), and landscaping (LOE 3)
is enough. However, more respondents indicated that they were either dissatisfied or
very dissatisfied with the current layout of the terminal and landscaping than
respondents who were either satisfied or very satisfied. On the other hand, the
respondents are more favorable to the efficiency of the current usage of bus bays
(LOE 2), as shown by more satisfied and very satisfied responses than dissatisfied and
very dissatisfied responses.

In terms of the efficiency of scheduling and operations, there are more

satisfied and very satisfied respondents than there are dissatisfied and very dissatisfied
respondents, specifically in levels of efficiency of departure and arrival time to the
terminal (LOE 4), systematic coordination in the terminal (LOE 5), duration time of a
vehicle to take a complete round trip (LOE 6), efficiency in using a system for
schedule time for public transportation (LOE 7), and schedules of interval of public
vehicles to carry a passenger capacity from one point to another (LOE 9).
 33

Collectively, this shows the appreciation of the riding public to the efforts put forth by
the city planning and the public utility vehicle groups to make riding efficient.
However, there are more dissatisfied and very dissatisfied responses than satisfied and
very satisfied responses to the use of personal time (LOE 8) and availability and
demand of mass public transportation (LOE 10), which are indicators of how the
current state of mass public transportation (including the absence of other forms of
transportation) can affect the passengers’ efficient use of their own time.

The same pattern can be seen in the responses to questions on the efficiency of
passenger services. Although the respondents are generally less satisfied and very
satisfied than dissatisfied or very dissatisfied to experience when purchasing tickets
(LOE 11), they are more appreciative of the efficiency of personnel administering in
the ticket booth (LOE 12) and the performance of personnel in creating a friendly and
efficient environment (LOE 13). This shows that while the system in general, is not
favorable for efficiency, the respondents can see the effort of the people in charge of
making the service efficient.

1.3.3 Level of service

In terms of punctuality and reliability, the respondents responded positively to
the overall service provided at the terminal (LOS 1) and the schedule of departure and
arrival of buses from the terminal (LOS 2) but responded negatively to how well the
bus terminal handles and communicate changes in schedules or unexpected
disruptions (LOS 3). This indicates that while the respondents like the regularity of
schedules, they would appreciate a more systematic system of knowing when there
are departures from the usual schedules.

Related to LOS 1 to 3 above, the same can be said regarding the frequency of
vehicles and people. The respondents appreciate service in terms of intervals of
vehicles (LOS 4) and the number of vehicles in service (LOS 5). However, the
respondents find that improvements can be made to how well the terminal caters to
increased travel demands during holidays (LOS 6).

On services on accessibility and inclusivity, although more respondents

appreciate the presence of PWD accessibility (LOS 7) and senior citizen accessibility
(LOS 8) than not, more often than not, the respondents also find the following
services lacking as evidenced by either a plurality of responses (LOS 9 to 11) or
significantly more dissatisfied or dissatisfied responses than satisfied or very satisfied
responses (LOS 12): gender neutral comfort room (LOS 9); breastfeeding room (LOS
10); space to accommodate passenger (LOS 11); and, space to accommodate public
vehicles (LOS 12).

One cultural aspect of Baguio that gets constant recognition is the city's safety.
One testament is how the respondents rated the services on safety and security (LOS
13-17) that covers facilities being near police station (LOS 13), presence of
surveillance camera (LOS 14), presence of security personnel in the facilities to
maintain peace and order (LOS 15), visibility of warning signs and signpost (LOS
16), and safety and security of commuters (LOS 17), the respondents rated the
services more satisfied and very satisfied than dissatisfied and very dissatisfied.
 34

Table 14.
Distribution of responses to level of service questions

Item 1 2 3 4 5 NA Total Raters Chi Square p-value

LOS1 6 35 101 50 6 0 198 237.09 0.0028
LOS2 4 35 91 56 12 0 198 197.45 0.0200
LOS3 5 52 89 48 4 0 198 204.27 0.0181
LOS4 3 36 94 47 14 4 198 180.88 0.0154
LOS5 5 35 96 46 15 1 198 197.39 0.0200
LOS6 21 52 82 36 6 1 198 168.12 0.0073
LOS7 17 45 74 40 21 1 198 123.21 0.0000
LOS8 17 31 79 46 24 1 198 133.88 0.0000
LOS9 34 73 52 30 8 1 198 140.70 0.0002
LOS10 42 65 55 22 11 3 198 118.58 0.0000
LOS11 25 68 66 30 8 1 198 151.39 0.0011
LOS12 16 62 71 37 11 1 198 146.45 0.0005
LOS13 7 28 92 53 17 1 198 188.18 0.0190
LOS14 5 40 76 47 29 1 198 126.00 0.0000
LOS15 6 45 66 48 31 2 198 102.55 0.0000
LOS16 7 29 82 60 19 1 198 163.33 0.0048
LOS17 8 40 75 56 18 1 198 139.85 0.0002
LOS18 3 33 108 45 9 0 198 258.27 0.0003
LOS19 5 37 106 43 7 0 198 251.48 0.0006
LOS20 26 56 80 28 8 0 198 168.67 0.0076
LOS21 8 48 102 30 6 4 198 224.42 0.0074
LOS22 8 39 109 30 8 4 198 246.30 0.0011

Lastly, the respondents have varying opinions regarding customer service

(LOS 18-22). While the respondents rated the performance of the transportation
system (LOS 18) and the performance of the administrator handling transportation
(LOS 19) favorably, they are quick to change their opinion on the performance of the
government in tackling issues in transportation (LOS 20), which earned the most
number of very dissatisfied responses on customer service compared to less than 10 in
the other questions. The respondents also rated the performance of facilities in
delivering a service (LOS 21) and the overall performance of commuters in terminals
and transportation (LOS 22), which may indicate the short staffing in existing
facilities as well as the desire of the respondents for commuters in general to become
more considerate of other passengers and to be more disciplined in their interactions
with other passengers.

Due to the reliability of the responses, researcher can treat the levels of the
Likert scale as representing some continuous scale, which allows us to calculate for
 35

the mean. Table 15 shows the overall ratings for satisfaction, efficiency, and service
levels. The standard deviations indicate that the mean ratings of the respondents are
all within the “enough” range, leaning to “dissatisfied” or “satisfied” based on
whether the mean falls to the left or to the right of 3.000.

Table 15.
Overall ratings for levels of satisfaction, efficiency and service
Mean Median SD
LOST ave 2.786 2.733 0.638
LOE ave 3.015 3 0.592
LOS ave 2.974 2.955 0.589

1.4 Levels of satisfaction, efficiency, and service among groupings

The manner by which the respondents answer the questions on the levels of
satisfaction, efficiency, and service different? The results of the multivariate tests in
table 16 show that the respondents have consistent ratings for the levels of
satisfaction, efficiency, and service regardless of gender, being a commuter or not,
using a public transport or not, whatever the purpose of travel, or the usage frequency
of public transport. However, the respondents’ answers differ depending on the type
of question depending on age, whether they are a resident or not, and the average
travel time. The researcher will explore these further by looking at each factor's
univariate ANOVA test results. Pillai’s trace may however result in a type II error.

Table 16.
Multivariate tests for each factor with the levels of satisfaction, efficiency and
service as dependent variables
Pillai's
Factor trace F df numerator df denominator p value
Gender 0.022 1.447 3 191 0.231
Age 0.107 1.792 12 579 0.046
Commuter 0.002 0.145 3 194 0.933
Use Public
Transport 0.035 1.148 6 382 0.334
Purpose of travel 0.015 1 3 192 0.394
Resident 0.071 2.374 6 388 0.029
PUV usage
frequency 0.096 1.595 12 579 0.089
Average travel time 0.121 2.029 12 579 0.02

1.4.1 By gender
From Table 17, the female respondents tended to rate the questions less
favorably than their male counterparts.
 36

Table 17.
Means of levels of satisfaction, efficiency, and service by gender
Gender Mean Median SD
LOST F 2.769 2.733 0.616
M 2.824 2.867 0.675
LOE F 2.97 2.923 0.593
M 3.098 3.077 0.585
LOS F 2.916 2.864 0.576
M 3.073 3 0.597

These differences are not significant based on the univariate ANOVA tests in Table
18
Table 18.
Univariate ANOVA tests for gender
Dependent Variable Sum of Squares df Mean Square F p
Gender LOST ave 0.142 1 0.142 0.344 0.558
LOE ave 0.781 1 0.781 2.248 0.135
LOS ave 1.17 1 1.17 3.419 0.066
Residuals LOST ave 79.515 193 0.412
LOE ave 67.036 193 0.347
LOS ave 66.072 193 0.342

1.4.2 By age
From Table 20, respondents differ significantly in their ratings in satisfaction
and service questions but not in efficiency questions. There is a significant
multivariate test in Table 16 for age group. As shown in Table 19, for satisfaction
questions, those who are 70 and above gave the highest ratings, followed by 12-16,
60-69, 17-45, and 45-60. For efficiency questions, the 70 and above age group gave
the highest ratings, followed by 12-16, 17-45, 45-60, and 60-69. Lastly, the 70 and
above age group gave the highest ratings for the service questions, followed by 12-16,
45-60, 17-45, and 60-69. That is, the age groups rate the questions differently
depending on the type of question. As shown in Table 19, respondents who are 70 and
above tend to rate the questions positively. The level of satisfaction of 17-45 year-old
respondents is the lowest (2.75), followed by 45-60 year-olds. On the other hand, for
the level of service, the 60-69 age group gave the lowest ratings. Interestingly, the two
respondents who are 70 years and above gave more favorable ratings than the younger
age group.

Table 19.
Means of levels of satisfaction, efficiency and service by age group
Age Mean Median SD
LOST ave 12-16 3.115 3.2 0.353
 37

17-45 2.75 2.733 0.65

45-60 2.674 2.667 0.556
60-69 3.025 3 0.562
70 and above 3.9 3.9 0.613
LOE ave 12-16 3.231 3.385 0.639
17-45 3 2.923 0.591
45-60 2.96 2.923 0.472
60-69 2.913 2.923 0.709
70 and above 3.962 3.962 0.381
LOS ave 12-16 3.231 3 0.555
17-45 2.936 2.909 0.58
45-60 3.091 2.955 0.546
60-69 2.847 2.886 0.637
70 and above 4.023 4.023 0.804

Table 20.
Univariate ANOVA tests for age groups
Dependent Variable Sum of Squares df Mean Square F p
Age LOST ave 4.573 4 1.143 2.913 0.023
LOE ave 2.481 4 0.62 1.795 0.131
LOS ave 3.552 4 0.888 2.643 0.035
Residuals LOST ave 75.734 193 0.392
LOE ave 66.675 193 0.345
LOS ave 64.842 193 0.336

1.5 Descriptive and Univariate Tests

Table 21.
Whether commuter or not
Descriptive
Commuter Mean Median SD
LOST ave No 2.850 2.667 0.729

Yes 2.782 2.733 0.634

LOE ave No 3.051 2.885 0.673
Yes 3.013 3.000 0.589
LOS ave No 2.951 2.977 0.806
Yes 2.976 2.932 0.575
Univariate Tests
 38

Dependent Sum of Df Mean F p

Variable Squares Square
Commute LOST ave 0.053 1 0.053 0.128 0.721
r
LOE ave 0.017 1 0.017 0.047 0.828
LOS ave 0.007 1 0.007 0.020 0.887
Residuals LOST ave 80.255 196 0.409
LOE ave 69.139 196 0.353
LOS ave 68.387 196 0.349

Interpretation: Commuters generally rate the LOST and LOE questions less
favorably and the LOS questions more favorably, but these differences are not
significant.

Table 22.
Purpose of Travel
Descriptives
Purpose of Mean Median SD
Travel
LOST ave Leisure 2.855 2.800 0.641
School and 2.758 2.733 0.640
Work
LOE ave Leisure 3.013 3.000 0.621
School and 3.014 3.000 0.586
Work
LOS ave Leisure 2.943 2.909 0.658
School and 2.986 2.955 0.565
Work
 39

Univariate Tests
Dependent Sum of Df Mean F p
Variable Squares Square
Purpose LOST ave 0.378 1 0.378 0.922 0.338
of Travel
LOE ave 0.000 1 0.000 0.000 0.997
LOS ave 0.077 1 0.077 0.219 0.640
Residuals LOST ave 79.488 194 0.410
LOE ave 69.010 194 0.356
LOS ave 68.302 194 0.352

Interpretation: Those who go to school or work rate the level of satisfaction

lower ratings compared to those who travel due to leisure but this difference is not
significant. Those who commute due to leisure gave lower ratings in efficiency and
service compared to those who go to school or work but these differences are also not
significant.

Table 23.
Use of Public Transport
Descriptives
Use of Public Mean Median SD
Transport
LOST ave #N/A 3.533 3.500 0.519
No 2.942 2.833 0.760
Yes 2.770 2.733 0.629
LOE ave #N/A 3.654 3.808 0.630
No 3.135 3.077 0.749
Yes 3.003 3.000 0.581
LOS ave #N/A 3.602 3.523 0.677
No 3.074 2.977 0.983
Yes 2.958 2.909 0.566

Univariate Tests
Dependent Sum of Df Mean F p
Variable Squares Square
 40

Use of LOST ave 0.378 1 0.378 0.922 0.338

Public
Transport
LOE ave 0.000 1 0.000 0.000 0.997
LOS ave 0.077 1 0.077 0.219 0.640
Residuals LOST ave 79.488 194 0.410
LOE ave 69.010 194 0.356
LOS ave 68.302 194 0.352

Interpretation: Those who use public transport consistently rate the questions
(regardless of the type) lower than those who do not use public transport (non-
significant multivariate test). However, these differences are not significant
(univariate anova tests) except for the satisfaction questions.

Table 24.
Resident or Not
Descriptives
Resident Mean Median SD
LOST ave #N/A 2.533 2.533 NaN
No 2.857 2.800 0.668
Yes 2.657 2.667 0.565
LOE ave #N/A 2.692 3.692 NaN
No 3.093 3.077 0.615
Yes 2.876 2.923 0.527
LOS ave #N/A 3.636 3.636 NaN
No 3.004 2.955 0.590
Yes 2.910 2.909 0.586

Univariate Tests
Dependent Sum of Df Mean F p
Variable Squares Square
Residents LOST ave 1.863 2 0.931 2.315 0.101
 41

LOE ave 2.202 2 1.101 3.207 0.043

LOS ave 0.838 2 0.419 1.209 0.301
Residuals LOST ave 78.445 195 0.402
LOE ave 66.954 195 0.343
LOS ave 67.556 195 0.346

Interpretation: The residents consistently score the questions lower than their the non-
resident counterparts. The difference is significant for the efficiency questions.

Table 25.
Grouping
Descriptives
Resident Mean Median SD
LOST ave Ohers 2.696 2.533 0.629
PWD 2.573 2.677 0.599
Senior 3.304 3.467 0.596
Students 2.778 2.800 0.599
Tourists 2.826 2.733 0.706
LOE ave Ohers 3.010 2.923 0.539
PWD 2.708 2.923 0.485
Senior 3.162 3.231 0.744
Students 3.024 3.077 0.586
Tourists 3.009 2.923 0.654
LOS ave Ohers 2.913 2.864 0.563
PWD 2.673 2.727 0.832
Senior 3.232 3.091 0.617
Students 2.998 3.000 0.535
Tourists 2.980 2.847 0.686
 42

Univariate Tests
Dependent Sum of Df Mean F p
Variable Squares Square
Group LOST ave 3.133 4 0.783 1.959 0.102
LOE ave 0.677 4 0.169 0.477 0.753
LOS ave 1.305 4 0.326 0.938 0.443
Residuals LOST ave 77.174 193 0.400
LOE ave 68.479 193 0.355
LOS ave 67.089 193 0.348

Interpretation: There is no difference in the ratings among groups in each type of

question.

Table 26.
PUV waiting time
Descriptives
PUV Waiting Time Mean Median SD
LOST ave 1 to 5 minutes 2.874 2.867 0.585
11 to 15 minutes 2.581 2.667 0.476
6 to 10 minutes 2.772 2.733 0.665
More than 15 2.881 2.867 0.776
minutes
LOE ave 1 to 5 minutes 3.091 3.077 0.586
11 to 15 minutes 2.782 2.769 0.448
6 to 10 minutes 3.043 3.000 0.617
More than 15 3.075 3.000 0.631
minutes
LOS ave 1 to 5 minutes 3.055 2.955 0.633
11 to 15 minutes 2.828 2.773 0.495
6 to 10 minutes 2.953 2.955 0.557
More than 15 3.072 3.000 0.616
minutes

Univariate Tests
 43

Dependent Sum of Squares Df Mean F p

Variable Square
PUV LOST ave 2.042 3 0.681 1.674 0.174
waiting
time
LOE ave 2.177 3 0.726 2.104 0.101
LOS ave 1.349 3 0.450 1.334 0.265
Residuals LOST ave 78.080 192 0.407
LOE ave 66.203 192 0.345
LOS ave 64.724 192 0.337

Interpretation: For those who travel between 11 to 15 minutes rated every type of
question lower than their other counterparts, the differences between the ratings are
not significant among these groups in each type of question.

Table 27.
PUV usage frequency
Descriptives
PUV usage Mean Median SD
frequency
LOST ave 1/day 2.764 2.733 0.163
2/day 2.750 2.667 0.610
3/day 2.797 2.833 0.725
4/day 2.967 2.933 0.676
Others 2.662 2.600 0.479
LOE ave 1/day 2.931 2.846 0.649
2/day 3.025 2.923 0.574
3/day 3.114 3.077 0.519
4/day 3.089 3.077 0.701
Others 2.725 2.654 0.493
LOS ave 1/day 3.052 2.955 0.635
2/day 2.936 2.864 0.599
3/day 3.073 3.091 0.573
4/day 2.997 2.886 0.533
Others 2.607 2.705 0.466

Univariate Tests
 44

Dependent Sum of Df Mean F p

Variable Squares Square
PUV usage LOST ave 1.184 4 0.296 0.722 0.578
frequency
LOE ave 2.030 4 0.508 1.456 0.216
LOS ave 2.678 4 0.670 1.966 0.101
Residuals LOST ave 79.123 193 0.410
LOE ave 67.125 193 0.348
LOS ave 65.716 193 0.340

Interpretation: There is no difference in the ratings among those who use the
public transport once, twice, thrice, four times, and other times a day regardless if the
question is LOST, LOE, or LOS.

Table 28.
Average travel time
Descriptives
Average Travel Mean Median SD
Time
LOST ave 1 to 15 minutes 2.899 2.933 0.701
16 to 30 minutes 2.788 2.767 0.580
21 to 45 minutes 2.512 2.467 0.327
46 to 60 minutes 2.528 2.467 0.718
Others 2.067 2.067 0.754
LOE ave 1 to 15 minutes 3.106 3.154 0.627
16 to 30 minutes 2.987 3.000 0.582
21 to 45 minutes 2.725 2.769 0.254
46 to 60 minutes 2.974 2.962 0.646
Others 3.269 3.269 1.033
LOS ave 1 to 15 minutes 3.034 2.955 0.580
16 to 30 minutes 2.990 3.045 0.645
21 to 45 minutes 2.794 2.773 0.298
46 to 60 minutes 2.693 2.841 0.517
Others 3.205 3.205 0.868

Univariate Tests
 45

Dependent Sum of Df Mean F p

Variable Squares Square
Average LOST ave 4.341 4 1.85 2.757 0.029
travel Time
LOE ave 2.513 4 0.628 1.819 0.127
LOS ave 1.991 4 0.498 1.446 0.220
Residuals LOST ave 75.966 193 0.394
LOE ave 66.643 193 0.345
LOS ave 66.403 193 0.344

Interpretation: There are no differences among respondents with different

travel times regarding their ratings for LOE and LOS. But for LOST (satisfaction),
those who travel other times (perhaps more than 60 minutes?) have the least favorable
ratings compared to the other travel times, and this difference is significant (F (4, 193)
=2.757, p=0.029). Those who travel 1 to 15 minutes have the most favorable ratings.
The trend is that the ratings for satisfaction go down as the travel times go up.

2. Analysis of the systematic observation

The researcher find that using Pearson Moment Correlation Coefficients, finds
the following variables significantly correlated: the number of stops at designated
stops and Loading/Unloading Time; the number of stops at non-designated stops and
Unloading Time; Loading/Unloading Counts and Unloading Time; the number of
waiting times (Waiting Counts) and Unloading Time Continue with the pattern. The
significantly correlated variables are those with p-value less than 0.05.

As such, statistical models employing all these variables will become singular.
The researcher only need a combination of non-correlated independent variables to
explain the time spent or trip time in each ride (Time Diff = Boarding Time –
Unboarding Time).

Table 29.
Correlation Matrix
Unloading Waitin Number Number Unloading Waiting
Time g of of Counts Counts
Time Stops Steps
Yes No
Unloadin Pearson's —
g Time r
df —
p-value —
 46

Waiting Pearson's 0.059 —

Time r
df 175 —
p-value 0.439 —
Number Pearson's 0.216 0.19 —
Of Stops r
Yes
df 187 175 —
p-value 0.003 0.011 —
Number Pearson's 0.308 0.017 -0.404 —
of Stops r
No
df 187 175 187 —
p-value < .001 0.82 < .001 —
Unloadin Pearson's 0.521 0.096 0.344 0.683 —
g Counts r
df 187 175 187 187 —
p-value < .001 0.202 < .001 < .001 —
Waiting Pearson's -0.207 0.282 0.123 -0.028 -0.185 —
Counts r
df 175 175 175 175 175 —
p-value 0.006 < .001 0.104 0.713 0.014 —

Additionally, the dates chosen for the systematic observation are random dates
in time, which can be other dates if desired. This means that researcher can treat it as
a random effect. Moreover, it can treat the route and the time of the day of the trip as
having fixed effects on the trip time. The researcher can use a linear mixed effects
model rather than an ANCOVA model. Using stepwise selection on a linear mixed
effects model to account for the collinearity of the independent variables, the
researcher end up using the following independent variables: Waiting Counts,
Unloading Counts, Route, and Time Signature.

Table 30.
Model specification and fit estimates
Info
Estimate Linear mixed model fit by REML
TimeDiff ~ 1 + Route + Time Signature +
Call UnLoadingCounts + WaitingCounts+( 1 | Date )
AIC 2476.655
BIC 2403.131
LogLikel. -1162.744
R-squared Marginal 0.31

R-squared Conditional 0.359

Converged yes
 47

Optimizer bobyqa

The “Call” is the specification of the linear mixed effects model. The marginal
R squared is the variation (31%) in the trip times explained by the fixed effects only.
The conditional R squared is the variation (35.9%) in the trip times explained by the
fixed effects' independent variables and the random effect variable's date. These are
already very large effects. This means that more than 64% of the causes of trip time
can be explained by other causes not identified in this study. This can be a gap that
can be addressed by further research. You can include this in your recommendations.

Table 31.

F Num df Den df p
Route 15.175 2 158.849 < .001
Time Signature 2.502 8 158.396 0.014
Unloading Counts 19.565 1 163.862 < .001
Waiting Counts 20.929 1 162.329 < .001
Omnibus ANOVA Table

The omnibus ANOVA table of the linear mixed effects model shows that there
are significant differences in the trip times in terms of the as well as in the time of the
trip. On the other hand, the number of loading/unloading and the waiting times
significantly affect the trip time.

Table 32 is the summarized of the random effects. The date accounts for
4665.66/61022.206 = 7.65% of the variability in the data.

Table 32.

Groups Name SD Variance ICC

Date (Intercept) 68.306 4665.66 0.071
Residual 247.027 61022.206
Random Components

Below is the table summarizing the random effects.

Table 33.
Fixed Effects Parameter Estimates
95%
Confidence
Interval
Estim Lowe Uppe
Names Effect ate SE r r df t p
 48

(Interce 610.93 31.8 548.4 673.4 19.1 < .00

pt) (Intercept) 7 8 53 21 5.978 63 1
Counts 21.4 56.12 140.2 162.2 4.57 <0.0
of stops Waiting 98.184 62 0 48 39 5 01
Loading/ 5.07 12.49 32.37 163.8 4.42 <0.0
Unloading 22.436 2 5 8 62 3 01
- - - -
BONIFACIO 241.21 52.2 343.6 138.8 159.4 4.61 < .00
Route1 - AURORA 7 41 07 28 06 7 1
- -
HARISSON - - 49.1 114.6 77.87 159.1 0.37 0.70
Route2 AURORA 18.375 07 24 3 13 4 9
Time - - -
Signatu 07:30:00 - 108.97 78.3 262.5 44.57 158.2 1.39 0.16
re1 06:30:00 6 45 28 6 34 1 6
Time - - -
Signatu 08:30:00 - 114.67 79.5 270.5 41.21 158.2 1.44 0.15
re2 06:30:00 2 34 55 1 86 2 1
Time - -
Signatu 11:00:00 - - 81.9 222.6 98.47 158.3 0.75
re3 06:30:00 62.102 28 79 5 87 8 0.45
Time -
Signatu 12:00:00 - 82.4 119.1 204.1 158.5 0.51 0.60
re4 06:30:00 42.495 98 97 88 7 5 7
Time - -
Signatu 13:00:00 - 81.0 185.0 132.8 158.5 0.32 0.74
re5 06:30:00 -26.08 88 09 49 4 2 8
Time -
Signatu 16:00:00 - 79.7 87.47 224.9 158.3 0.86
re6 06:30:00 68.735 02 9 49 94 2 0.39
Time -
Signatu 17:00:00 - 82.4 145.1 178.2 158.5 0.84
re7 06:30:00 16.538 98 55 31 33 0.2 1
Time
Signatu 18:00:00 - 167.74 82.9 330.3 158.5 2.02 0.04
re8 06:30:00 9 85 5.101 96 64 1 5

On average, it takes 610.937 seconds or around 10 minutes to complete a trip,

regardless of the route, the time chosen to have the trip, and the number of stops due
to waiting or due to loading/unloading.

Both waiting and loading/unloading contribute significantly to the trip time.

On average, a stop to wait for a passenger contributes 98 seconds to the trip time.
Loading or unloading passengers contributes 22 seconds on average.
 49

In terms of route, Bonifacio trips take 241.217 seconds or around 4 minutes

less to complete than the Aurora trips, and this difference in trip time is significant.
On the other hand, Roxas trips take about 18 seconds less than the Aurora trips, but
this difference in trip time is almost identical.

Moreover, the trip times are almost identical in terms of trip time, but the
difference in trip times between 6 PM and 6:30 AM is significant. On average, the trip
time is slower by 167.749 seconds or around 3 minutes.

Figure 22. Sum of Time Difference VS. Time Signature

Figure 22 shows that the average trip time is usually the lowest around 7:30
AM. The longer trip time is expected at 6:30 AM, perhaps because of the rush to work
or school. The second longest trips happen at noon due to people going home for
lunch, work, or school for the afternoon session. The trip times then drop but steadily
increase in length until the peak hour of 6 PM.

3. Design Standard of Intermodal Transport Terminal (ITT)

The principles guiding the development of Intermodal Transport Terminals
should guarantee an improved customer experience and quality of service. A
transportation hub is a facility where many means of transportation are physically and
functionally integrated, often located in a single building.

Complex vehicles enter and leave in one terminal, while people switch
between the several forms of transportation. Interchanges are transportation hubs that
link various means of travel to facilitate a person's trip from their starting point to
their destination. These locations serve as crucial hubs for public transportation. The
interchange aims to minimize the distance between different forms of transportation
to promote the integration of various activities (Sandeep Gandhi et al., 2015).
 50

3.1 Location
The specific features of the location are the main reason that attracts
people to use the bus terminal (Trans Link Transit Authority 2011). Transport
terminals that are centrally positioned in key metropolitan regions are
advantageous due to their operational effectiveness and accessibility for
passengers. These terminals provide many options for interchange.
Furthermore, they have the potential to be used as lively urban spaces via the
use of terminals. When integrated with depot services, peripheral terminals are
most effective in lowering the distance traveled without any passengers or
cargo, often known as dead mileage.

3.2 Accessibility and usage

Traditional bus terminal facilities at Governor Pack Road do not
provide simple access to PUV vehicles, private vehicles, and proper
pedestrianization. The current efforts to enhance public transit accessibility
only concentrate on enhancing street infrastructure, particularly pedestrian
amenities, and transit stops. Terminals should provide accessible and barrier-
free access and promote efficient interior circulation. Furthermore, the
entrance and exit locations should be strategically positioned to avoid
interference with traffic flow on the outer road network (Planning Department
Hong Kong 2014).

Additionally, providing secure and convenient public access to the

transportation system is essential to improving the overall experience and
promoting increased use of public transportation. (Department of Transport
and Main Roads, 2020). The following should support the access to public
transport in the following order priority:
 Walking
 Cycling
 Transferring from another public transport service
 Taxi’s
 Kiss ‘n Ride
 Park ‘n Ride

3.3 Improved the level of service

The fundamental concept of the Level of Service (LOS) framework is
that passengers are responsive to the quantity of space in their vicinity. When
there is an excessive number of people in this area, they interpret it as a
decline in the quality of service (Transportation et al., 2011). Level of Service
measures the quality of the current conditions at a specific facility. It is used to
assess the environmental quality of a place based on its intended use. To
address the essential Level of Service (LOS) criteria for a terminal, as outlined
in various standards, it is imperative to have a comprehensive understanding
of the whole process that a passenger goes through inside the facility. Every
planned activity for the passenger/commuter must provide a minimum level of
service according to space criteria and area allocation. (Ruchi Varma et
al.,2015)
 51

3.4 Existing capacity and future demand estimation

Terminal planning and design should include operating needs and
projections for current capacity and anticipated future demand, especially
during peak seasons. It is important to address possible limitations in capacity,
both in the short-term and long-term, and to prepare for future development
based on projected demand in the planning stage itself (TransLink Division,
2020)

3.4.1 Seating Capacity

Seating capacity inside the transport terminal should be
designed to accommodate at least 30% of all passengers using the
facility. Seating is necessary to prevent any hindrance to the movement
of passengers inside the complex. It should be constructed to provide
both comfort and durability while also being easy to maintain and
resistant to vandalism. (Ruchi Varma et al.,2015)

3.5 Universal Infrastructural Requirements of Transport Terminal

The infrastructure needs of Transport terminals are determined by the
demand for public transport vehicles and passengers at a specific location. The
combined capacity of the identified infrastructural components determines the
space required for a proposed terminal facility. The infrastructural components
include bus transfer, park-and-ride, drop-off, vehicle parking, meet-and-greet
spaces, and interior features inside the terminal such as walkways, stairways,
escalators, elevators, turnstiles, ticket machines, and platforms. The
specifications differ based on the needs of passengers, personnel, and drivers
(SGArchitects, 2015).

The infrastructure construction of a Transport Terminal should consider three

distinct user kinds. The individuals included in this group are passengers,
terminal workers, and PUV's crew (SGArchitects, 2015) (Time Savers
Standard, 1991).
3.5.1 Passenger areas
a. Ticketing and queuing
b. Passenger waiting areas
c. Passenger conveniences (drinking water facilities and toilets)
d. Passenger circulation
e. Boarding/Departing areas
f. Facility entry
g. Tourist information
h. Security, including CCTV cameras
i. Retail, concessions, and lease space
j. Dormitories and lodging (if required)
k. Cloak room
l. Railway reservation
3.5.2 Areas for terminal staff
a. Revenue office
b. Security and information
c. Ticketing booth
d. Resting room
 52

e. Staff conveniences (drinking water facilities and toilets)

f. Canteen
g. Maintenance staff (chairs and lockers)
h. Control room (CCTV surveillance)
3.5.3 Areas for Drivers
a. Canteen
b. Resting areas
c. Lodging areas (if required)
d. Driver’s conveniences (drinking water facilities and toilets)
3.5.4 Area required / person (sq. m) & ratio per area
a. Entrance lounge - 1.5 sq. m / person
b. Enquiry - 5 sq. m / attendant
c. Tourist information - 6 sq. m / attendant
d. Ticket booths - 6 sq. m / booth
- Ticket booths 1 counter for each 25 to 30 waiting
passengers
e. Book stall - 10 sq. m / stall
f. Waiting Hall - 5 sq. m / person
g. Kiosks - 10 sq. m / kiosk
h. Departure lounge - 1.5 sq. m / person
i. Arrival lounge - 1.5 sq. m / person
j. Cloak room - 5 sq. m / bus bay
k. Restaurant - 3.5 sq. m / 4 seats
l. Rent rooms - 10 sq. m / person
m. Dormitories - 10 sq. m / person
n. Maintenance offices - 10 sq. m / person
o. Transport offices - 10 sq. m / person
p. WC for Females - 5 for every 1000 person and 1 for every
additional 200 persons
q. Urinals for Males - 6 for every 1000 person and 1 for every
additional 1000 persons
3.5.5 Space requirements for PWDs
The gradient of the ramp is 1:12, implying a height difference
of larger than 400 mm between the ends of the ramp. In contrast, a
gradient of 1:10 indicates that the difference in height does not exceed
400 mm. Must have a clean, trafficable surface at least 1.1 m wide. A
landing must be constructed for every 1.5 meters of vertical ascent,
with a minimum length of 1.2 meters. The entry doors should have
level ramps and a minimum length of 2 meters. The doors should be
open at 1.8 meters from the ramp.

3.6 Lighting
The lighting design should aim to achieve the required levels of
illumination and quality requirements for indoor and outdoor use. As a kind of
natural lighting, skylights should be implemented to augment the illumination
levels inside the terminal facility while avoiding additional energy
consumption. Lighting fixtures should possess energy-efficient characteristics,
need little maintenance, and limit light pollution and glare (SGArchitects,
2015) (Time Savers Standard, 1991) (TransLink Division, 2020).
 53

3.7 Hardscape and landscaping

It is essential to ensure that the landscaping coordinates with the spatial
design and increases the aesthetic attractiveness of the terminal. The outdoor
and interior passenger spaces should have a well-designed hard surface,
allowing seamless movement between the sites outside edges and the terminal.
The paving's surface should possess high quality to guarantee longevity and
resistance against wear. Additionally, it should provide walking comfort and
be easily used by wheelchairs, prams, and luggage trolleys (SGArchitects,
2015) (Time Savers Standard, 1991) (TransLink Division, 2020).

3.8 PUV's bay allocation

It refers to the allocation of specific bays for different vehicles, which
is determined based on the operating parameters of the terminal, such as the
amount of time PUVs need to wait and the flow of bus traffic. Vehicles use
terminal space for disembarking passengers, parking while inactive per the
designated stopover time, and boarding passengers. These three actions have
an impact on the process of bus bay planning (SGArchitects, 2015)

3.8.1 Joint bays

Under this allocation type, vehicles park at a shared place
where they can load and unload passengers and remain inactive.
Conventional bays only provide a predetermined distribution of
PUV routes and are primarily designed for small terminals with brief
stopover periods. (SGArchitects, 2015) (TransLink Division, 2020)

3.8.2 Segregated Bays

This allocation type involves categorizing bays based on their
specific activities, such as loading, inactive, and unloading. PUVs go
sequentially between these three locations/bay types. This kind of bay
design is effective for maximizing space use and is particularly suitable
for extended layover periods. (SGArchitects, 2015) (TransLink
Division, 2020).
 54

CONCLUSION AND RECOMMENDATIONS

The study utilized survey questionnaires and systematic observation to assess
the effect of traffic congestion and inefficient transportation infrastructure on
commuters' experiences. The survey questionnaire consists of three components that
evaluate the existing terminal infrastructure in Governor Pack Road, Baguio City.
These examined sections entail the satisfaction, efficiency, and service of commuters.

The research findings indicate that commuters utilizing the current

infrastructure in Baguio City have identified several deficiencies, including a lack of
accessibility to parking facilities for both private and public utility vehicles (PUVs),
inadequate vehicle routes, insufficient signage, and pervasive traffic congestion.
Moreover, the study reveals a heightened dissatisfaction with the accessibility and
demand for mass public transportation. The existing infrastructure has received
notably poor evaluations regarding workers' management of the area, communication
of schedule changes, and addressing unexpected transportation delays. The evaluation
of the service level of the infrastructure for individuals with disabilities (PWDs) and
older adults reveals deficiencies in the providing of services and facilities. Significant
inefficiencies include the absence of a gender-neutral restroom, a designated location
for breastfeeding, and a space to accommodate passengers. Consequently, the
efficiency of the current infrastructure could be significantly enhanced by
implementing proper circulation and design features, mainly aimed at optimizing the
commuter experience.

In response to the identified concerns from the collected data, the researcher
has adopted a thorough method to resolve these challenges. The study employs the
Department of Transportation's (DOTr) Memorandum Circular 2017-070 as the
foundation for design principles, acknowledged as the Philippines' criteria for the
Intermodal Transport Terminal's design. In addition, the design requirements are
compared to international standards by referencing the Time-saver standard for
building types in the second and fourth editions, which serves as a comparative
framework.

To ensure the appropriateness and feasibility of the proposed architectural

design solution, the researcher emphasizes the importance of obtaining endorsements
for assessment from the City Planning Development Office (CPDO) and the City
Engineering Office (CEO). This procedural step is crucial to align the proposed
design solution with local regulations and standards, enhancing its viability for
implementation. Integrating both local and international design criteria emphasize the
researcher's commitment to developing a comprehensive and globally informed
solution tailored to the specific context of Governor Pack Road, Baguio City.

In the context of commuters facing traffic congestion, systematic observation

reveals an average trip duration of approximately 10 minutes, regardless of the chosen
route. Waiting time and drop-off bays contribute an average of 98 seconds per stop,
 55

significantly impact trip durations on the Aurora Hill Route, Manuel Roxas Route,
and Bonifacio Route. As per the commuter’s experience in riding e-buses going to
work, school, or other agenda’s it is proven that there is a significance when dropping
off and picking up passenger in undesignated drop-off bays, which results in more
prolonged journey times than what was initially anticipated. This can affect the
commuter life that may significantly affect individuals that is expose to longer time in
commuting, their whole routine through-out the day will also be affected that may
result to stress of the commuters. However, their impact is comparatively lower than
an external variable influencing journey duration, which falls outside the scope of this
research. Furthermore, the study identifies significant differences in travel time across
these routes, influenced by factors such as the number of stops and itineraries.

Recommendation:
 56

Acknowledgement

I extend my heartfelt gratitude to all those who have contributed to completing

this thesis. My most profound appreciation goes to my thesis advisor, Ar. Jonalyn B.
Garcia, and my mentor, Ar. Richard D. Abellon III. Their unwavering guidance,
invaluable insights, and continuous support have been instrumental in shaping the
trajectory of this work.

I am equally grateful to my evaluators, Ar. Kurt S. Gu, Ar. Chester Allan P.

Kiat-Ong, and Ar. Jonalyn B. Garcia, whose constructive feedback significantly
enhanced the quality of this thesis. My sincere thanks also extend to Ar. Bruce
Layugan, the staff and resources of the City Planning Development Office, the
Department of Tourism, and the City Engineering's Office for providing valuable
insights and data crucial to this research.

I acknowledge the divine blessings and express my gratitude to the Lord

Almighty for guidance throughout this journey. My appreciation further extends to
my friends and family for their unwavering encouragement, understanding, and
patience during this academic endeavor, serving as a constant source of strength.

Lastly, I am thankful to my block mates, whose generous contributions of time and

insights were vital to this study. This thesis stands as a testament to the collaborative
efforts of many, and I am sincerely thankful for the guidance and support that have
shaped this academic adventure.
 57

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 60

BIOGRPAHICAL SKETCH

Patrice Nicole L. Trinidad

228 Maria Remedios Subdivision, Calungusan, Orion, Bataan, Philippines
2204393@slu.edu.ph|+63-956-769-5521

Soon-to-be graduate with Bachelor of Science in Architecture, specializing in creative writing. Strong
oral and written communication, creative writing, and copy-editing skills. Seeking to leverage my
academic background and writing skills to fill a journalism position at New York Publishing Press.

EDUCATION
SAINT LOUIS UNIVERSITY, BAGUIO CITY
Bachelor of Science in Architecture
Expected graduation: July 2023

TOMAS DEL ROSARIO COLLEGE, BALANGA

CITY
Science, Technology, Engineering, and Mathematics
2017-2019

SAINT MICHEAL THE ARCHANGEL ACADEMY

33 Evangelista St, Orion, Bataan
2012-2017

SCHOOL OF MEDELEINE (Grade 3 to 6)

Teodoro Del Rosario St, Orion, Bataan
2008-2012
GETHSEMANE ECUMENICAL SCHOOL (Grade 1,
and 2)
16 J.P. Rizal St, Orion, Bataan
2006-2008

KEY SKILLS
Oral and written communication
Research
Interpersonal skills
Public Speaking

CO-CURRICULAR
ACTIVITIES
UNITED ARCHITECTS OF THE PHILIPPINES
 61

STUDENTS AUXILIARY (UAPSA) – CHAPTER

TREASURER
2020-2021
UNITED ARCHITECTS OF THE PHILIPPINES
STUDENTS AUXILIARY (UAPSA)
2018-2023

APPENDICES
Appendix A. Survey Questionnaire for Commuter
RESEARCH SURVEY QUESTIONNAIRE: COMMUTERS
Title: “Improving the Commuter Experience: Integration of Intermodal Transport
Terminal in Governor Pack Road, Baguio City”

Name (optional): _____________________________________ Age: ____ Gender: ____

Directions: Please indicate the level of satisfaction, level of efficiency and level of service
with each of these statements regarding the transportation terminal in Baguio City. Place a
“✔ ” mark in the box that best represents your suitable opinion as it is in each statement.

Q1a: Are you a commuter? (Ikaw ba ay isang commuter?)

Yes⬜ No⬜
Q1b: If you answered yes in Q1a, do you usually use public transportation as a mode of
transportation? (Kung “OO” ang sagot mo, ginagamit mo ba ang pang publikong sasakyan
bilang transportasyon?)

Yes⬜ No⬜
Q2: What is the purpose of your travel?
(Ano ang madalas layunin ng iyong byahe?)

Mandatory (e.g., school and work)⬜ Leisure⬜

Q3: Are you residents of Baguio City?
(Ikaw ba ay residente dito sa Baguio City?)

Yes⬜ No⬜
Q4: Please check what group you belong to:
(Markahan kung anong grupo ka nabibilang:)

⬜Tourist

⬜Students

⬜Senior

⬜PWD
 62

⬜Employee
Others: _________________

Q5: Average waiting time of jeepney/bus:

(Pangkaraniwan na oras sa paghihintay ng jeepney o ng bus:)

⬜1 to 5 minutes

⬜6 to 10 minutes

⬜11 to 15 minute

⬜More than 15 minutes

Q6: How often do you use public transportation?

(Gaano mo madalas ginagamit ang pampublikong sasakyan?)

⬜One (1) time/day

⬜Two (2) times/day

⬜Three (3) times/day

⬜Four (4) times/day

Others: _________________

Q7: Average travel time of jeepney:

(Pangkaraniwang oras ng paglalakbay ng jeepney?)

⬜1 to 15 minutes

⬜15 to 30 minutes

⬜30 to 45 minutes

⬜45 to 60 minutes
Others: _________________

Level of Satisfaction

1-Very Dissatisfied 2-Dissatisfied 3-Enough Satisfied 4-Satisfied 5-Very Satisfied

1. Your satisfaction with the current transportation facilities/station/terminals: (Ang

iyong pagka-kuntento sa kasalukuyang pasilidad na transportasyon (facilities,
terminals, station))

Questions N/ 1 2 3 4 5
A
 63

Rate the current transportation facilities

(I-rate ang kasalukuyang mga pasilidad)

Flow of entry and exit within the terminal

(Daloy ng pagpasok at paglabas sa loob ng terminal)

Use of arrival lanes and departure lanes

(Paggamit ng mga arrival lane at departure lane)

General cleanliness of transportation facilities

(Pangkalahatang kalinisan ng mga pasilidad)

Ticket purchase (ticketing booth, ticket services, etc…)

(Pagbili ng mga tiket)

Availability of information desk facility in administering travel

information
(Pagkakaroon ng information desk sa sa pasilidad para sa
impormasyon sa paglalakbay)

Clinic, waiting room, and operator Resting area availability

(Pagkakaroon ng clinic, silid hintayan at silid para sa mga
operator sa terminal)

No. of seating/benches
(Sapat na mga bilang ng mga upuan/benches)

Shading devices and shelter

(Pagkakaroon ng pang-takip araw o kanlungan)

Presence of information board (maps, destinations, schedules,

etc…)
(Pagkakaroon ng information board katulad ng mga mapa,
destinasyon, iskedyul atbp..)

2. Your satisfaction with the current transportation scheme or flow: (Ang iyong pagka-
kuntento sa kasalukuyan daloy ng transportasyon at sistema nito)

Questions 1 2 3 4 5

Rate your experience regarding the traffic condition of Baguio City

(I-rate ang iyong karanasan sa kondisyon ng trapiko sa Baguio City)

Efficiency of loading and unloading zone

(Epektibo ng loading at unloading zone)

Parking space capacity and efficiency

(Kakayahan at sapat na espasyo at epektibidad para sa paradahan?)

Vehicle route
(Iba-iba na Ruta/daanan ng mga sasakyan)

Visibility of street markings (loading and unloading zone, jeepney stops,

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pedestrian lane, etc…)

(Bisibilidad ng mga marka sa kalye katulad ng loading at unloading
zone, jeepney stops, pedestrian lane, atbp…)

Level of Efficiency

1-Very Dissatisfied 2-Dissatisfied 3-Enough Satisfied 4-Satisfied 5-Very Satisfied

1. The efficiency on the design of terminal and infrastructure: (Epektibidad ng disenyo

ng terminal at istruktura nito)

Questions 1 2 3 4 5

Current lay out of the terminal

(Kasalukuyang disenyo ng terminal)

Usage of bus bays

(Paggamit ng tamang paradahan ng bus)

Landscaping
(Pagkakaroon ng mga halaman o puno sa terminal)

2. The efficiency of scheduling and operations: (Epektibidad ng operasyon at

scheduling)

Questions 1 2 3 4 5

Rate the departure time and arrival time to the terminal

(I-rate ang oras ng pag alis at oras ng pagdating sa terminal)

Systematic coordination in the terminal

(Sistematikong koordinasyon sa terminal)

Duration time of the vehicle to take a complete round trip

(Tagal ng oras ng sasakyan upang tapusin ang isang buong biyahe)

Efficiency in using a system for schedule time for public transportation

(Epektibo ng paggamit ng sistema para sa oras ng iskedyul para sa
pampublikong transportasyon)
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Use of your time (waiting and transferring) at the interchange/terminal

(Paggamit ng iyong oras sa paghihintay at paglipat sa terminal)

Schedules of interval of public vehicles to carry a passenger capacity

from one point to another
(Iskedyul ng pagitan ng mga pampublikong sasakyan

Availability and demand of mass public transportation

(Availability at demand ng masang pampublikong transportasyon)

3. The efficiency of passenger services: (Epektibidad para sa serbisyo sa mga

pasahero)

Questions 1 2 3 4 5

Rate your experience when purchasing tickets (time, experience, ques

etc…)
(I-rate ang iyong karanasan sa pagbili ng tiket (oras, karanasan, pila,
atbp...)

Rate the efficiency of personnels administering in the ticketing booth

(I-rate ang kahusayan ng mga tauhan na namamahala sa ticketing booth)

Performance of personnel in creating a friendly and efficient environment

(Pagganap ng mga tauhan sa pagbibigay ng magiliw at mabisa na
kapaligiran)

Level of Service

1-Very Dissatisfied 2-Dissatisfied 3-Enough Satisfied 4-Satisfied 5-Very Satisfied

1. The service rate of transportation terminals in terms of punctuality and reliability:

(Ang rate ng serbisyo ng mga terminal ng transportasyon sa mga tuntunin ng
pagiging maagap at pagiging maaasahan)

Questions 1 2 3 4 5

How satisfied are you with the overall service provided at the terminal.
(Gaano ka ka-kuntento sa kabuuang serbisyong ibinibigay sa terminal)

How often do buses depart and arrive on schedule from terminal?

(Gaano kadalas umaalis at dumarating ang mga bus na naka-iskedyul
 66

mula sa terminal)

How well does the bus terminal handle and communicate changes in
schedules or unexpected disruptions?
(Gaano kahusay ang bus terminal sa pag-handle at pakikiusap ng mga
pagbabago sa iskedyul o di inaasahang mga aberya)

2. Frequency of vehicle and people: (Dalas ng sasakyan at mga tao)

Questions 1 2 3 4 5

Intervals of vehicles
(Mga pagitan ng mga sasakyan)

Satisfaction level of the number of vehicles in service

(Antas ng pagka-kuntento sa bilang ng mga sasakyan na umiikot)

How well does the terminal cater to increased travel demands during
holidays?
(Gaano kahusay sa pagtugon ang mga terminal sa pagtaas ng
pangangailangan ng mga byahe tuwing bakasyon?)

3. Accessibility and inclusivity: (Accessibilidad at pagtanggap)

Questions 1 2 3 4 5

PWD accessibility
(Pagkakaroon ng access ng mga PWD sa pasilidad pang-transportasyon)

Senior citizen accessibility

(Pagkakaroon ng access ng mga Senior Citizen sa pasilidad pang-
transportasyon)

Gender neutral comfort room

(Pantay-pantay na C.R para sa lahat)

Breastfeeding room
(Silid para sa mga nanay na nagpapabreastfeed)

Space to accommodate passenger

(Espasyo para maka-accommodate ng mga pasahero)

Space to accommodate public vehicles

(Espasyo para maka-accommodate ng mga sasakyan)

4. Safety and security: (Kaligtasan at seguridad)

Questions 1 2 3 4 5

Facilities has a nearby police station

(May malapit na police station ang kinatatayuan ng pasilidad)
 67

Presence of surveillance camera (CCTV) in the facilities

(Pagkakaroon ng surveillance camera (CCTV) sa pasilidad)

Presence of security personnel in the facilities to maintain peace and

order
(Pagkakaroon ng security guard sa pasilidad para magkaroon ng
kaayusan)

Visibility of warning signs and signpost

(Bisibilidad ng mga babala at signpost)

Safety and security of commuters

(Kaligtasan at seguridad ng mga commuters)

5. Customer service rate: (Rate ng customer sa serbisyo)

Questions 1 2 3 4 5

Performance of the transportation system

(Performance ng sistemang pang-transportasyon)

Performance of the administrator handling transportation

(Performance ng mga kalihim sa paghawak ng kondisyon sa
transportasyon)

Performance of government in issues in transportation

(Performance ng gobyerno sa pagresolba ng problema sa
transportasyon)

Performance of facilities in delivering a service

(Performance ng mga pasilidad sa pagbibigay ng serbisyo)

Overall performance of commuters in terminals and transportation

(Pangkalahatang performance ng mga commuters sa terminal at
transportasyon)
Appendix B. Letters
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73
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Appendix C. Minutes of Interview

INTERVIEW 1
Agenda: Interview with Ar. Bruce Layugan (CPDO, City Planning Development
Office)
Date: 18 August 2023
Attendees:
Exiomo, Ma. Graszyela Erika M., Herrera, Carlos Levi R., Panlican, Hannah Mae R.,
Quirimit, Abraham N.

Points of discussion:
 Implement smart mobility in Baguio City.
 PPP (Private Public Partnership) the investors who would like to invest
to make Baguio more attractive and make it a Smart City.
 Concrete plans of the CPDO regarding the proposed terminal location.
o To give a wider macro context the proposed project will look
first the Baguio as a whole which will be in the Baguio
Mobility Master Plan
o The city’s plan is to be able to provide mass transportation and
pedestrianization
o The Bibak compound will be alloted as an enterprise complex.
o The baden powell cannot be touched and it should be the
highlight of the area since it has a historical value.
 The Seven Growth Nodes in outskirts of the city.
o It will be the small districts commercial outside the Central
Business District (CBD) that will held different commercial
activities
o The incoming vehicles from outside Baguio and buses will stop
at the growth nodes
o The non-Baguio resident will not be allow to use a vehicle in
the Central Business District (CBD) they’re only allowed
outside Central Business District (CBD). This will help to
control the traffic congestion inside the city and will also be
part of promoting the mass transportation.
 Different Land use activity in the central business district will be focus
on commercial activities.
 As part of the mass transportation Tram will be proposed as one of the
mode of transportation.
 The Governor pack transport terminal will only cater the mobility
happening inside the Central Business District (CBD).
 There will be alloted parking slot building that will be located in the
current Bureau of fire protection (BFP).
 The Convention Center lot was also proposed as the terminal, but the
City Planning Development Office (CPDO) want the convention
center to be the head of tourism. There should be a separation between
tourist and general public as well.
 76

 The city will recommend to not phaseout traditional jeepneys instead

to make use of the traditional jeepney in outskirts of Baguio City.

 The key points to consider to design of the terminal

o How would it affect the Master Mobility Plan (macro)
o How will it able to cater the public?
o Improve the pedestrianization, walking, and cycling add them
as innovations don’t just prioritize vehicles
o Always consider the National Building Code of the Philippines
(NBC)
o Follow local ordinances with local zoning ordinance
o Since Baguio was declared as a UNESCO Creative city it needs
to be maintained, therefore when you design a building you
should also considered it.
o Integrate the theme of the tourism which is “Breathe Baguio”
 77

INTERVIEW 2
Agenda: Interview with Ar. Bruce Layugan (CPDO, City Planning Development
Office) – Follow up questions based on the Interview 1
Date: 25 August 2023
Attendees:
Chan, William Dwight D., Herrera, Carlos Levi R., Ines, John Rey Alleian R.,
Trinidad, Patrice Nicole L., Tubera, Heinrick Von M.

Points of Discussion:
 In year of 2024 we’re trying to reduce or to control the urban decay.
o It’s all about the carrying capacity of the Baguio City
o The students that will reside in Baguio for 3 months will be
considered as temporary resident of the city.
o Students and APOR are allowed to enter the Central business
District (CBD) as long as they won’t contribute to the traffic
congestion
 One of the alternative solution to make sure that the car owners is
Baguio resident is to implement at QR codes that will be scanned or an
RFID type of tolls upon entering the Central Business District (CBD)
o The purpose of the growth nodes outside the Central business
district is actually to monitor the number or vehicles entering
and exiting the City.
 In smart innovative or the use of BEEP card in the e-buses will take
under consideration since the buses is just franchise the city has not yet
developed a good system.
 In outer terminals the minimum square meter per lot should be 2000
square meters
o That’s one of the main reason why the governor pack lot is
alloted as the terminal in the Central business district.
o It should also cater different transferring modes since Baguio is
promoting bringing people to one place to another.
 78

Appendix D. Bus schedule and Capacity

GOVERNOR PACK ROAD TERMINAL CAPACITY
Maximum total passenger: 5,332 Passengers

GENESIS BUS SCHEDULE (DAILY)

BAGUIO - CLARK AIRPOT
TIME TYPE OF BUS CAPACITY
3:00 AM Joybus 28 passengers
6:00 AM Joybus 28 passengers
8:00 AM Joybus 28 passengers
10:15 AM Joybus 28 passengers
12:15 PM Joybus 28 passengers
2:00 PM Joybus 28 passengers
3:00 PM Joybus 28 passengers
4:00 PM Joybus 28 passengers
5:00 PM Joybus 28 passengers
TOTAL 252 passengers

BAGUIO - MARIVELES
TIME TYPE OF BUS CAPACITY
5:00 AM Deluxe 50 passengers
7:00 AM Deluxe 50 passengers
8:00 AM Deluxe 50 passengers
9:00 AM Deluxe 50 passengers
10:00 AM Deluxe 50 passengers
11:00 AM Deluxe 50 passengers
12:00 PM Deluxe 50 passengers
1:00 PM Deluxe 50 passengers
2:30 PM Joybus 28 passengers
TOTAL 428 passengers

BAGUIO – CUBAO
TIME TYPE OF BUS CAPACITY
2:00 AM Deluxe 50 passengers
4:30 AM Deluxe 50 passengers
6:00 AM Joybus 28 passengers
7:30 AM Deluxe 50 passengers
8:30 AM Deluxe 50 passengers
10:00 AM Joybus 28 passengers
10:30 AM Deluxe 50 passengers
12:00 PM Joybus 28 passengers
2:00 PM Joybus 28 passengers
4:00 PM Joybus 28 passengers
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6:00 PM Joybus 28 passengers

8:00 PM Deluxe 50 passengers
9:00 PM Joybus 28 passengers
10:00 PM Joybus 28 passengers
TOTAL 524 passengers

BAGUIO – AVENIDA
TIME TYPE OF BUS CAPACITY
11:00 PM Deluxe 50 passengers
12:00 AM Deluxe 50 passengers
1:00 AM Regular 50 passengers
2:00 AM Deluxe 50 passengers
3:00 AM Deluxe 50 passengers
4:00 AM Regular 50 passengers
6:00 AM Regular 50 passengers
8:00 AM Deluxe 50 passengers
10:00 AM Deluxe 50 passengers
12:00 PM Joybus 28 passengers
1:00 PM Regular 50 passengers
2:00 PM Deluxe 50 passengers
3:00 PM Deluxe 50 passengers
4:00 PM Deluxe 50 passengers
5:00 PM Regular 50 passengers
6:00 PM Deluxe 50 passengers
8:00 PM Regular 50 passengers
TOTAL 828 passengers
BAGUIO – NAIA 1,2,3,4 & PASAY
TIME TYPE OF BUS CAPACITY
12:00 AM Deluxe 50 passengers
1:00 AM Joybus 28 passengers
3:00 AM Deluxe 50 passengers
4:00 AM Joybus 28 passengers
5:00 AM Joybus 28 passengers
7:00 AM Joybus 28 passengers
8:00 AM Joybus 28 passengers
9:00 AM Joybus 28 passengers
11:00 AM Joybus 28 passengers
11:30 AM Deluxe 50 passengers
1:30 PM Deluxe 50 passengers
3:00 PM Deluxe 50 passengers
4:00 PM Joybus 28 passengers
5:00 PM Joybus 28 passengers
7:00 PM Joybus 28 passengers
8:00 PM Deluxe 50 passengers
9:00 PM Joybus 28 passengers
10:00 PM Joybus 28 passengers
11:00 PM Joybus 28 passengers
TOTAL 664 passengers
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PARTAS BUS SCHEDULE (DAILY)

BAGUIO – LAOAG
TIME TYPE OF BUS CAPACITY
4:00 AM Regular 50 passengers
6:00 AM Regular 50 passengers
9:00 AM Regular 50 passengers
12:00 PM Regular 50 passengers
3:00 PM Regular 50 passengers
5:00 PM Regular 50 passengers
7:00 PM Regular 50 passengers
9:00 PM Regular 50 passengers
TOTAL 400 passengers

BAGUIO - ABRA
TIME TYPE OF BUS CAPACITY
5:00 AM Regular 50 passengers
8:00 AM Regular 50 passengers
9:30 AM Regular 50 passengers
11:00 AM Regular 50 passengers
1:00 PM Regular 50 passengers
3:30 PM Regular 50 passengers
4:15 PM Regular 50 passengers
6:00 PM Regular 50 passengers
8:00 PM Regular 50 passengers
10:00 PM Regular 50 passengers
TOTAL 500 passengers

BAGUIO – VIGAN
TIME TYPE OF BUS CAPACITY
7:00 AM Regular 50 passengers
10:00 AM Regular 50 passengers
TOTAL 100 passengers

BAGUIO – SFLU
TIME TYPE OF BUS CAPACITY
9:00 AM Regular 50 passengers
4:00 APM Regular 50 passengers
TOTAL 100 passengers

BAGUIO – BOLINAO
TIME TYPE OF BUS CAPACITY
7:00 AM Regular 50 passengers
3:00 PM Regular 50 passengers
TOTAL 100 passengers
 81

BAGUIO – CANDON
TIME TYPE OF BUS CAPACITY
11:30 AM Regular 50 passengers
TOTAL 50 passengers

BAGUIO – NARVACAN
TIME TYPE OF BUS CAPACITY
2:00 PM Regular 50 passengers
TOTAL 50 passengers

FLORIDA BUS SCHEDULE (DAILY)

BAGUIO - TUGUEGARAO
TIME TYPE OF BUS CAPACITY
5:45 AM Regular 50 passengers
4:00 PM Regular 50 passengers
5:00 PM Regular 50 passengers
TOTAL 150 passengers

BAGUIO – LAOAG
TIME TYPE OF BUS CAPACITY
7:30 PM Regular 50 passengers
2:00 PM Regular 50 passengers
TOTAL 100 passengers

BAGUIO – KABUGAO
TIME TYPE OF BUS CAPACITY
6:00 PM Regular 50 passengers
TOTAL 50 passengers

BAGUIO – BALLESTEROS
TIME TYPE OF BUS CAPACITY
8:00 PM Regular 50 passengers
TOTAL 50 passengers

FARINAS BUS SCHEDULE (DAILY)

BAGUIO - LAOAG
TIME TYPE OF BUS CAPACITY
6:00 AM Regular 50 passengers
8:00 AM Regular 50 passengers
8:00 PM Regular 50 passengers
TOTAL 150 passengers
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SOLID NORTH BUS SCHEDULE (DAILY)

BAGUIO – PITX
TIME TYPE OF BUS CAPACITY
2:00 AM Luxury 28 passengers
5:00 AM Deluxe 50 passengers
7:00 AM Luxury 28 passengers
9:00 AM Luxury 28 passengers
10:00 AM Deluxe 50 passengers
11:30 AM Luxury 28 passengers
12:30 PM Deluxe 50 passengers
1:30 PM Luxury 28 passengers
2:00 PM Deluxe 50 passengers
2:30 PM Luxury 28 passengers
4:00 PM Luxury 28 passengers
5:00 PM Deluxe 50 passengers
6:00 PM Luxury 28 passengers
7:00 PM Deluxe 50 passengers
8:00 PM Luxury 28 passengers
9:00 PM Luxury 28 passengers
10:00 PM Luxury 28 passengers
11:00 PM Luxury 28 passengers
TOTAL 636 passengers

PHILIPPINE RABBIT BUS SCHEDULE (DAILY)

BAGUIO – DAU; CAPAS; AVENIDA
TIME TYPE OF BUS CAPACITY
10:00 AM Regular 50 passengers
11:00 AM Regular 50 passengers
1:30 PM Regular 50 passengers
2:30 PM Regular 50 passengers
TOTAL 200 passengers