A friend recently posted an episode on his vlog that featured the excessive signage we now find along many roads. I thought this was a relevant topic as, for one, there are many signs that are basically contributing to the “visual pollution” that tend to either distract travellers or make them numb about these signs. Hindi pa kasali dito ang mga LED/video ads that are now installed around the metropolis. Being a distraction means they may lead to road crashes. But then there is also the issue of clutter and obstruction. I noticed that many signs have been installed without consideration of the spaces required by pedestrians and cyclists. Many seem to have been forcibly installed at locations blocking the path of pedestrians.
So which among these signs is the only one that should be there? Only one and that is the one in the middle informing travellers of the signalised intersection ahead. The others are basically ads masquerading as signs (directional signs to be more specific).
I avoid describing inappropriate signs as ‘illegal’ simply because the proponents were given permission for installation by local government units including the MMDA. LGUs seem to benefit from these as I also see inappropriate signs bearing the logos or slogans of LGUs. Meanwhile, the DPWH seems to be mum about this concern, which appears to be a non-issue among the government entities involved. What do you think about such ads pretending to be road signs?
Here is another good read especially for those who advocate or even just beginning to appreciate the concept of people-oriented transportation:
VannPashak, J. (2018) “Design for humans as they are, not as you want them to be,” http://www.medium.com, https://medium.com/@jvannpashak/design-for-humans-as-they-are-not-as-you-want-them-to-be-ef95076c0988 [Last accessed: 11/23/2018].
In a recent symposium where I made a presentation about low carbon transport and visioning and re-imagining transport, I was asked how we can re-design our transportation to be more people-oriented than car-oriented. I replied that we have to do a lot of unlearning. That is, many planners and engineers would need to unlearn many things they’ve learned in school and those they got from their workplace. One convenient excuse for not coming up with a better design, for example, is that certain planners or engineers just followed what their offices or agencies have been doing. What if what their offices and agencies (and consequently their seniors at work) where wrong all these years and what was “ginagawa na” or “nakasanayan” have led to deficient outcomes? I even joked about whether these offices or agencies were “open minded” referring to a favourite by-line by networking companies. Being open-minded in the context of having people-oriented transport solutions would be difficult if everything was “nakakahon” because these were what you learned from school and/or the workplace. It is difficult to admit that something was and is wrong.
Here is a nice article about induced demand, which is simply the additional traffic you get on top of the current and estimated traffic from “normal” growth based on the current transportation system and infrastructure once you introduce additional services and/or infrastructure. That is, there is additional trips/traffic generated for when you widen roads or construct a new transit system.
VannPashak, J. (2018) “More roads, same congestion,” http://www.medium.com, https://medium.com/@jvannpashak/more-roads-same-congestion-b2b437ecaa94 [Last accessed: 11/22/2018]
I think the more interesting part of the article is its mention of the work of Redmond and Mokhtarian, which the author provides in a link. Clicking this link brings you to a wealth of articles attributed to the two that are definitely worth reading especially for people seeking understanding for issues related to commuting. Many of the researches and the methodologies in the articles may be replicated for application in the Philippines, and should be taken on as research topics in what can be inter-disciplinary programs or projects.
The proliferation of motorcycle taxis (habal-habal) in Metro Manila and other cities is an “open secret”. They have become popular in urban areas mainly due to their being able to go through heavy traffic thereby reducing travel times between origins and destinations. While there are generally other modes of transport to choose from, most of these are likely to be bogged down in traffic particularly along most major roads in our cities. Conventional public transportation, after all, are usually confined to their fixed routes and not having the flexibility to take other roads that are perceived to be less congested. Being “out of line” is a violation of their franchise provision spelling out which road they can take. Taxis and TNVS are more flexible but also would eventually have to contend with traffic. Cost is also a consideration for what are actually car traffic. Motorcycle taxis offer faster and cheaper transport despite the safety concerns.
Motorcycle taxis in Cebu City – Angkas is very visible in Metro Cebu
Non-Angkas motorcycle taxis are not so obvious and easily blend in with motorcycles with one (or more) passengers. The Angkas in the photo actually violates its own rules regarding number of passengers with the child also not wearing a helmet.
An Angkas rider checking his smartphone for the next fare.
I’ve written before about the informal and formal terminals for these motorcycle taxis. They are still very much around and perhaps have multiplied since Angkas got the nod from the courts to continue operations despite being prohibited by the DOTr and the LTFRB, which still do not consider motorcycles as a safe form of public transport. Perhaps it is time to reconsider this policy and give people/commuters another option while we play catch-up with mass transportation? Perhaps the right way to go about this is to require motorcycle taxi service providers to have proper attire including easy to see/easy to identify vests and helmets (helmets should be required for both rider and passenger)? Perhaps their record should speak for the motorcycle taxi services, and people should be made aware of the risks and costs involved should they choose to take habal-habal to travel? And perhaps motorcycle taxis can help alleviate transport problems in our cities?
Traveling at noontime along Sumulong Highway in Antipolo City, I chanced upon the changing of morning and afternoon shifts for a national elementary or grade school. The scene is similar to that of the high school I posted previously but there were more people here considering many grade school children were with their parents or guardians, easily doubling (more?) the number of persons generated by elementary schools. However, there are few private vehicles generated by this public school and so congestion along Sumulong Highway is due to the sheer number of people entering, exiting and waiting at the school’s single gate and the tricycles manoeuvring in the area. I also noticed here that most people did not take a vehicle to go to/from school but walked to/from their homes. Again, this underlines the issue about where we send our children for schooling and how they commute. It also says something about the quality of schools that ‘force’ parents to choose the more exclusive ones located a good distance away from where they reside.
Students arriving at the school have to fall in line and wait for the morning batch to come out. There is very limited space outside the school so people including parents and guardians spill out of the sidewalks and occupy part of the curbside lane.
Causing some congestion were tricycles manoeuvring as they brought in students. Those waiting for their potential or intended (sundo) passengers were lined up along the curb side.
I chanced upon the changing of the shifts for a national high school. This was the time of day when the morning shift students were dismissed (i.e., coming out of school) and the afternoon shift students were coming in.
Students come out of the school to mainly either walk or take public transport (mostly tricycles) to their homes.
Most vehicles give way to people, especially students, crossing the busy street. There are usually traffic aides in the area who help manage traffic and to ensure pedestrians may safely cross or move about.
There are no severe traffic congestion here unlike those generated by many exclusive or private schools. There is actually a private school just beside this public high school that also generates significant private vehicle traffic but somehow manages not to congest this major road that’s part of the L. Sumulong Memorial Circle the way another private school congests Sumulong Highway in the mornings.
Is this simply because of the school being a public school as compared with private schools? Perhaps it is, given the perceived disparity in income classes concerning those going to typical public schools and those going to typical exclusive schools. But income disparity aside, wouldn’t it be possible for most students to just walk or take public transport to school? I actually envy the public school students in the photos above as they can walk to school. And that is because they likely live near the school, which is something that is a desirable situation if public schools are at least at par in quality with the more established private schools (especially the sectarian ones where many parents likely prefer their children to go to). This disparity in quality leads to people residing in relatively long distances away for the preferred schools to travel (often with their private vehicles) to and from the exclusive schools. The point here is that it really is more complicated than what it seems in terms of trip generation.
I almost forgot to post this item on Laguindingan Airport. It somehow got lost among the many drafts I had already started but remained unfinished. Here is the departure part of the feature on Laguindingan Airport, which is now the major gateway to Northern Mindanao. The layout and design of the airport reminded me of Iloilo’s International Airport what with the spur road, parking lot and driveways that are somewhat similar between the two airports.
Approaching the airport
Parking lot across from the terminal building
Driveway at the departure area – taxis and other PUVs use this driveway
Driveway for private vehicles
Cebu Pacific counters
Philippine Airlines counters
View of the airline check-in area as we ascend to the departure level via escalator
Shops at the terminal’s pre-departure area
Charging station at the pre-departure area
Not shown in the photos are other shops and restaurants in the pre-departure area including the Seattle’s Best Coffee and Kenny Rogers Roasters. There are also good souvenir items for sale at the many concessionaires at the pre-departure area. Among those to be considered for some last minute shopping are food and beverage items like peanuts, pastries and coffee. There’s also a shop selling meat products, which I highly recommend. They have hams and bacon for sale, which they package well so it survives the trip all the way to your home.
I have been inserting topics on complete streets in the undergraduate and graduate courses I teach at university. Some students have also been researching on best practices and designs that they are supposed to apply to real world situations in Philippine cities. The results are still generally mixed but I like how my undergraduate students are able to grasp the concepts and apply them in the short time they have been ‘exposed’ to the concept. I thought my graduate students, most of them practicing engineers, found it more challenging to unlearn many of the things about street design they have learned from their schools including UP and DLSU, which I thought would have the more progressive programs in Civil Engineering.
Here are a couple of helpful articles that explain the business (economic) case for bike lanes. After all, the most persuasive arguments to convince LGUs to take on bike lanes will always be economics or business. That’s also how you can probably convince the business sector to pitch in and lobby for more active transport facilities especially in the downtown areas.
Jaffe, E. (2015) The Complete Business Case for Converting Street Parking Into Bike Lanes, http://www.citylab.com, https://bikeleague.org/sites/default/files/Bicycling_and_the_Economy-Econ_Impact_Studies_web.pdf?fbclid=IwAR2RDPGy52R27zmpOAFVbiEWGZtMSjyr1Z3Kf56oPVoPI6LUfdreDWpBM5E [Last accessed: 11/1/2018]
Flusche, D. (2012) Bicycling Means Business, The economic benefits of bicycle infrastructure, http://www.bikeleague.org, https://bikeleague.org/sites/default/files/Bicycling_and_the_Economy-Econ_Impact_Studies_web.pdf?fbclid=IwAR2RDPGy52R27zmpOAFVbiEWGZtMSjyr1Z3Kf56oPVoPI6LUfdreDWpBM5E [Last accessed: 11/2/2018]
One issue often brought up by opponents of bike lanes is that there are few references for bike lane design and operations in the country. Perhaps the only really comprehensive example is Marikina City though I know for a fact that the last three of their mayors (yes, including the incumbent) is not so keen about their bikeways. In fact, one mayor tried to dissolve the city’s bikeways office only to relent and allow it to exist but under one of its departments. Iloilo City is supposed to have some bike lanes but it is still more like a landscape architecture experiment than a fully functional system (sorry my katilingbans and panggas). And so we look to the more comprehensive experiences abroad for evidences of viability and success. The bottomline here is that I would rather ask how it can succeed here than state why it will not.
We start the month of November with an announcement. This is for the Professorial Chair Colloquium of the Institute of Civil Engineering of the University of the Philippines Diliman, which will be held on November 16, 2018 (Friday). The sessions are open to the public and surely there will be interesting topics not just regarding transportation but on the other fields as well. Following are information on the lecture topics: