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A study conducted by the Portland Business Alliance, Port of Portland and Metro that congestion cost Portland local economy 6,500 jobs and \$844 million a year by 2025, including lost worker productivity, higher transportation costs and lost business earnings.\cite{fadare_ayantoyinbo_2010}. Comparatively, according to an economic report of the Philippines conducted by Japan International Cooperation Agency (JICA) which was tasked by the National Economic Development Authority (NEDA) Board, chaired by President Benigno S. Aquino III, that the present traffic cost of the country is P2.4 billion daily and by 2030 it would likely increase to P6 billion a day \cite{JICA_2014}.\\  Mobility serves as a crucial factor in the daily business processes of cities as it affects the socio-economic development of an area. With the countries' urbanization, human activities and businesses greatly increasing, the proportion rate of motor-vehicle ownership and use is rising to 15 to 20 percent per year \cite{Odeleye_2008}. Traffic congestion is a hindrance to effective mobility.   \begin{table}  \begin{tabular}{ c c c c c }  \emph {Item} & \emph{2009} & \emph{2010} & \emph{2011} & \emph{2012} \\ \hline 
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In the Philippine setting and categorized as a developing country, traffic congestion is continuously a problem. The Philippines currently has Metro Traffic Live! application for mobile phones that is a part of the web application, Metro Manila Traffic Navigator (TNAV). Additionally, the MMDA Traffic Mirror, which is a real-time and on-line video feed of the current road situation, is the latest CCTV monitoring technology collaborated with InterAksyon.com, the on-line news portal of TV5 which allows motorists to monitor on-the-road traffic virtually. The development of these applications, Metro Traffic Live! and TNAV, made a significant impact on informing the motorists the latest traffic status along the major roads. However, apart from the efforts of the government to deploy traffic enforcers on the road, implement vehicular plate color coding, better traffic lights and developed applications, motorists and commuters face the same problem everyday. It is to be noted that the Philippines lags behind the implementation of land-based organization of public utility vehicles (PUV) such as buses and jeepneys. The current monitoring projects makes use of vehicular density data but, there are other sources to explore in order to produce solutions. These sources include the interactions and decisions made by the commuters and motorists through out daily activities on the road. \\  Public Transportation (PT) is vouched to be a less spatially demanding and environmentally sound rather than the use of cars \cite{Skoglund_2012}. Influencing commuters to shift dependence on PT is a concern regarding behavioral science. The design of PT has a direct influence on a passenger's experience affected by the service of the PT system (capacity and efficiency)\cite{Rexfelt_2014}. While other countries have specified bus stops and schedules (BRT), Philippine commuters has the \emph {"Para" System} wherein any commuter along the PUV plying routes allows passengers to mount and alight wherever and whenever is convenient. The randomness to predict passengers where to mount or alight is considerably a data mostly overlooked to create better experience in the Philippines, Metro Manila traffic congestion.\\  Designing an efficient transport network system that is comparable to owning a private car in terms of time and convenience will also increase the use of public transportation leading to higher throughput on the roads \cite{Pang_2015}.\\ Pang et al. considers two major aspects in designing a bus network: (i) the placement of bus stops in the city and (ii) the assignment of bus services that will link up the bus stops. Additionally, aside from the network layout, (iii) route frequency setting must also be considered \cite{Foletta_2010}.\\  Pang et al. considers two major aspects in designing a bus network: (i) the placement of bus stops in the city and (ii) the assignment of bus services that will link up the bus stops. Additionally, aside from the network layout, (iii) route frequency setting must also be considered \cite{Foletta_2010}  It is quite imperative that the Bus Rapid Transit (BRT) model on PT must be implemented in the city. To design a new concept that will be devised for the use of the commuters entails proper planning. Schaller et al. state that designs which do not address customer's concerns could have serious problems in terms of customer's acceptance \cite{Schaller_1998}. PT is a user-centered/social model, wherein it assumes rational and informed behavior on each individual and can therefore be formally described with some simple equations. However, humans are described to act irrationally, selfishly and make mistakes in judgment. Differences in individuals are large enough to have influence on certain systems/models where it cannot simply be averaged out. These problems though, can be addressed by introducing calibration factors which are compared to real, measured data.\cite{Ljubovic_2009}. Evaluating concepts from a passenger's perspective is difficult to achieve unless tested with the use of a real vehicle. Luckily, a feasible alternative which is inexpensive and efficient is to make use of agent based simulations to analyze. This can be in terms of dwell times, passenger flow and personal space among the factors that feature a passenger's acceptance \cite{Schelenz_2012}.\\  \subsection{Agent Based Models}  \label{sec:agentbasedmodels}  Agent based modeling is a powerful method to form simulations that models autonomous units to make decisions called agents. Agents create decisions like a human, has its own perspective and bound by certain decision rules but realistically also lacks the complete picture of the system. Agent based models can have rules and behaviors that could not have been predicted mathematically \cite{Ljubovic_2009} and one example in application to the research paper is the instance of traffic congestion. congestion.\\  Ljubovic et al. stated four instances where Agent Based Modeling is best used : 
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\item When averaging out eliminates important aspects of individual behavior that can affect the whole system.  \end{enumerate}   Model of an individual agent can be separately modified and tested. In the example of using traffic models, measuring the behavior of individual drivers and compare it with an encoded agent model is possible. Afterwards, the agent can be placed into a simulation to calibrate the whole system's behavior through the use of the measured values. values.\\  The possibility of adapting a BRT system with the existing PUV's in Metro Manila, it is a challenge to prove how efficient in terms of shortening travel time and easing traffic congestion will the new PT System of having certain bus stops and scheduling can be. Without the use of prototypes on the road, alternatively using simulations using agent based models to evaluate the concept's efficiency is inexpensive and prevents major risks of implementation without proper study. \\ 
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\subsection{General Objective}  \label{sec:generalobjective}  To propose the most efficient bus-jeepney route network  model based from the results and analysis of an Agent-based simulation research   \subsection{Specific Objectives}  \label{sec:specificobjectives}  In order to achieve the general objective of this research, the following specific objectives must be met.  \begin{enumerate}   \item To closely simulate the behavior of commuters during different models of traffic simulations using an Agent-based framework.  \item To comparatively evaluate the most efficient PUV route design based from commuter's preferences and constraints. constraints  \end{enumerate}  \section{Scope and Limitations of the Research} 
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\end{enumerate}  \section{Significance of the Research}  \label{sec:significance} Mobility serves as a crucial factor in the daily business processes of cities as it affects the socio-economic development of an area. With the countries' urbanization, human activities and businesses greatly increasing, the proportion rate of motor-vehicle ownership and use is rising to 15 to 20 percent per year \cite{Odeleye_2008}. Traffic congestion is a hindrance to effective mobility.