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On illegal parking

The following photo pretty much sums up the topic for this post:

How many violations do you see here? The driver of the dark coloured vehicle had three outstanding violations – parking on the pedestrian crosswalk, blocking a fire hydrant, and blocking a PWD ramp.

The penalty for such violations as shown above used to be a paltry 500 pesos. However, a third violation will lead to a suspension of revocation of the driver’s license of the offender. That is, if authorities such as the Land Transportation Office (LTO) are able to track these violations. The fines have been updated recently to 1,000 pesos. Illegal on-street parking is perhaps among the most frequently committed violations that usually contributes to traffic congestion as it occupies space and reduces road capacities. It also blocks the typical paths of cyclists. A variation of on-street parking where parts of the vehicles are on the sidewalk is also problematic as it deprives pedestrians walking space and may lead to road safety issues especially if pedestrians are forced to use the road.

How do we address such issues? These are matters that can easily be addressed by enforcement. Yes, the catch all for many of our transport and traffic ills happens to be enforcement or rather the lack of it in many instances such as what’s shown in the photo above. This is an enduring and perhaps festering issue among those tasked with enforcing traffic rules and regulations. And we can only hope that they are up to the challenge.

[Note: The photo above was taken in the University of the Philippines Diliman campus along the Academic Oval and just after the intersection with Apacible Street. UP people like to say that what happens on campus is a microcosm of society. I cannot but agree in the case of the situation shown.)

On the opposition to “complete streets”

I recently read an article about the opposition to road diets in California, USA:

Tinoco, M. (2018) “How to Kill a Bike Lane”, http://www.citylab.com, https://www.citylab.com/transportation/2018/05/how-to-kill-a-bike-lane/559934/?utm_source=SFTwitter [Last accessed: 5/20/2018]

So far, we know that at least three cities are progressive enough to implement road diets including Marikina City, Pasig City and Quezon City. Iloilo doesn’t count yet since their bike lane was constructed along the very wide Diversion Road. Our recommendations for Tacloban, if implemented by the city, will probably result in the second most comprehensive application of road diets/complete streets in the Philippines after Marikina, which implemented their bikeways network almost 2 decades ago. There are sure to be many who would be opposed to such schemes as many still have the view that streets are for motor vehicles. This car-oriented thinking is something that will be a challenge to advocates of people-oriented transportation systems. Hopefully, many can learn from experiences here and abroad on how to reclaim space for people leading to safer and more inclusive transport for all.

On the negative social impacts of ridesharing/ridesourcing

I have shared a few articles before about the impacts of ridesharing/ridesourcing to taxi drivers. In the Philippines, taxis where ridesharing/ridesourcing services are available are plenty are supposed to have experienced a significant drop in their business. Yet, there has been little improvement in taxi services in Metro Manila. The Department of Transportation (DOTr) and the Land Transportation Franchising and Regulatory Board (LTFRB) have not put pressure on taxis to improve so operators and drivers are pretty much the same in terms of practices and service quality. Here is a recent article that appeared on Wired about New York taxi drivers:

Katz, M. (2018) “Why are New York taxi drivers killing themselves?”, wired.com, https://www.wired.com/story/why-are-new-york-taxi-drivers-committing-suicide/?CNDID=37243643&mbid=nl_032918_daily_list1_p4 (Last accessed 3/30/2018).

Admittedly, the set-up for New York taxis is quite different from those in the Philippines. The medallions referred to in the article are limited and carries with it prestige and perhaps honour, considering the commitment and pride attached to them. Franchises in the Philippines are quite different and drivers will usually work for multiple operators/employers. Those who own their taxis are not so many and can be flexible in the way they conduct their business. Perhaps a significant number of drivers have even left the taxi business and now drive for TNCs like Grab and Uber.

With Uber’s sale of their business in Southeast Asia to main rival Grab, it seems now that there is suddenly and practically a monopoly of the ridesharing/ridesourcing business. Upstarts have not had a significant share of the market and by all indications will not get a bigger share in the near future. I still think that there should be pressure for taxi services to be improved and a good chance for people to shift back to taxis. But this requires effort on both sides (regulator and operator). I still mention examples of taxi operators in Cebu and Iloilo who appear to be unscathed by the entry of ridesharing/ridesourcing in those cities. Good quality taxi services will promote itself and will be patronised by commuters.

On Visita Iglesia and Quiapo transport and traffic

As it is already the Holy Week, I thought it would be good to write about transport and traffic around one of the busiest churches in the Philippines – Quiapo Church. This is surely a popular stop for the Visita Iglesia, which is a tradition for many during the Holy Week. People visit as many churches (usually the target is seven) as they can where they are supposed to pray the novena appropriate for the season.

A side view of the church from Quezon Boulevard, which is the main access road for the church. Most public transport pass along this boulevard that connects to other major roads. It’s a good thing that the City of Manila has been stricter in enforcing against on-street parking here.

In front of the church is Plaza Miranda, where many political rallies are held including one fateful rally in the early 1970s that eventually led to the declaration of martial law, is a bustling area with many vendors selling all kinds of items, religious and otherwise, including those that are claimed to be medicinal. Note though that vehicles are allowed to park on-street and this means people would have to hail jeepneys in the middle of the street.

This is traffic along Quezon Boulevard as seen from the descent from the Quezon Bridge (Quiapo church is seen at the left). I took this around 4PM on a Wednesday so it was not surprising to have heavy traffic on both sides of the boulevard. I’ve been told, however, that for most of the day during weekdays, traffic is as heavy as this.

Traffic in Quiapo is not as heavy on Sundays (It’s also quite as bad on Saturdays.) and holidays. During the Visita Iglesia period of Holy Thursday and Good Friday, however, there will likely be heavy traffic in the area as a lot of people bring their own vehicles for the Visita Iglesia as well as for their “church tours”. I used the term “church tours” because I’ve observed that many don’t really come to pray (e.g., Stations of the Cross or novenas) but to take photos (i.e., selfies or ‘groupfies’) and eat & drink about. In Metro Manila, there are several churches popular for this tradition. These include Our Lady of Perpetual Help in Baclaran, Christ the King, Sto. Domingo and Our Lady of Lourdes in Quezon City, and the Manila Cathedral, San Sebastian, St. Jude, Malate and Binondo Churches in Manila. That is not an exhaustive list as there are many churches (old and new) spread around Metro Manila including those in other cities like Malabon, Marikina and Las Pinas. And then there are also the churches in the provinces surrounding Metro Manila, which I will try to write about soon…

On child-friendly cities

Here’s another article that I want to share. This time it is about child-friendly cities. Here is an article that present many good practice examples in other cities. Many are easily replicable in our towns and cities, and should be considered by local governments in order to enhance safety and health aspects in their jurisdictions.

Laker, L. (2018) “What would the ultimate child-friendly city look like?”, theguardian.com, https://www.theguardian.com/cities/2018/feb/28/child-friendly-city-indoors-playing-healthy-sociable-outdoors [Last accessed 3/9/2018]

On the Pasig HOV lane experiment, again

I recently wrote about some thoughts on Pasig City’s HOV lane experiment along Julia Vargas Avenue. Here are a few more considering the experiment didn’t push through last February 28.

Screen cap (courtesy of ABS CBN) showing the starting date for the HOV lane experiment. I think ‘HOV’ is more appropriate than ‘carpool’ since the requirement is for vehicles using the lane to have 4 or more passengers. Having only 2 passengers still qualify as a carpool.

I learned recently that the experiment has been put off to March 26, 2018:

[Photo courtesy of Dulce Justiniani]

 

The current set-up has 2 lanes for motorised vehicles including a wide lane for HOV’s (including public utility vehicles like buses and vans). HOV’s here also include cars but those with at least 4 occupants. Here are a couple of photos showing us what could possibly happen should enforcement be weak given the configuration of the lanes along Julia Vargas:

Private van running along the lane designated for HOV’s alongside a solitary cyclist on the bike lane.

An SUV overtaking the van via the bike lane and the extra space of the HOV lane.

Wide lanes generally encourage higher speeds. I believe the way to go would be to have narrower lanes. And should these be considered, it would be possible to have 3 lanes for motorised traffic with one assigned for HOV’s and another for motorcycles. These are aside from the bicycle lane that I think should also be a protected lane. Protection here may be through the provision of “forgiving” physical dividers in the form of, say, rubber bollards.

Here’s how the Julia Vargas carriageway could be laid out:

Again, these are just suggestions for whoever are in-charge of the experiment-to-be along Julia Vargas Avenue. I hope that they are able to make some assessments even prior to the experiment. Such can be done using simulation software in order to have a handle on traffic related issues that may crop up during the implementation. Still, a big factor would be the enforcement aspects of the proposed policy for motor vehicles. Strict, firm and sustained enforcement would be necessary in order for this to succeed.

On prioritising pedestrians and promoting walking

We begin March with an excellent article that came out from curbed.com:

Walker, A. (2018) The case against sidewalks and how cities can create new avenues for pedestrians, curbed.com, https://www.curbed.com/2018/2/7/16980682/city-sidewalk-repair-future-walking-neighborhood [Last accessed 2/23/2018].

How do we improve the environment (i.e., facilities) to encourage people to walk? Do we simply clear up sidewalks? Widen them? Build overpasses and underpasses? What should be the context for improving pedestrian facilities for our cities and municipalities? What are the implications to planning and design?