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Another look at the Marcos Highway bikeways and pedestrian walkways
The improvement of Marcos Highway included provisions for pedestrian walkways and bikeways along both sides of the highway. The inclusion of such provisions was a welcome development as both sides of the highway, particularly along the stretch from Dela Paz to Santolan, lacked pedestrian facilities. This situation has forced a lot of people to walk on the carriageway, putting them at risk of being sideswiped by motor vehicles like jeepneys and cars that are often speeding along Marcos Highway. I experienced this walking from SM Marikina to Robinsons Metro East one time I couldn’t get a ride from the Santolan Station. One had to watch out for puddles and canals in addition to watching one’s back for speeding vehicles that often come close to the roadside.
Concrete barriers along the curbside of the highway – the intention seems to be to protect pedestrians or cyclists from wayward motor vehicles in addition to the preventing the same vehicles from mounting the sidewalks
Pasaway? – taxis at an LPG station parked or standing along the bikeways and pedestrian sidewalks.
Taxis maneuvering as if all the space is for them including the space designated for pedestrian and bicycle use.
Spacious walkways and bikeways along westbound side of Marcos Highway. Lamp posts are installed to provide sufficient illumination not just for motor vehicles but for pedestrians and cyclists as well.
Obstructions? – some lamp posts seem to be in the middle of the walkways and bikeways , posing hazards to cyclists. This issue can be addressed at the very least by painting the posts so that they will be visible especially at night time.
I will be writing more about walking and pedestrian facilities in the coming weeks in order to highlight good practices in the Philippines. I am currently looking forward to a trip to Thailand where I hope to collect photos of transport and traffic in Bangkok. It’s been a while since I last traveled to Bangkok so I am quite eager to see how Bangkok looks like particularly considering the destructive floods of last year when the waters of the Chao Praya River breached its banks.
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Some thoughts on transport and traffic while commuting between Cainta and Antipolo
Commuting from the Ortigas (Cainta) end of Imelda Ave. to its other end at Marcos Highway (near where Pasig, Marikina, Cainta and Antipolo meet), one should be able to observe and make a quick assessment of the positives and negatives of our local transport system. While there are more negatives at Cainta Junction and along Imelda Avenue, Marcos Highway definitely has improved particularly in terms of walkability. It is a commute that I have taken so many times since my childhood days and I can only now remember times when one could walk safely from one end to the other when there were far less vehicles than the volume that flows along Imelda Ave. these days.
Junction is still quite the mess despite some road widening at the intersection owing to various factors including the fact that the intersection simply cannot handle the volume of vehicles using it even after the elimination of some turning movements from Ortigas Ave. in favor of U-turns particularly for traffic coming from the eastbound side of Ortigas. It seems the traffic signal settings can no longer handle peak period traffic and manual traffic management probably aggravates the situation especially when enforcers employ the buhos technique of trying to dissipate as much of the queued vehicles per approach or movement. The latter technique does not take into consideration that the longer a movement or group of movements are allowed to move, there are corresponding build-ups in traffic along all other approaches. It is a vicious cycle (pun intended) that is supposed to be addressed by an optimally times signal system. Saturated conditions, though, are inevitable due to the sheer volume of vehicles using the intersection given that Junction is a catchment for vehicles from Rizal Province that ultimately uses Ortigas Ave. to head into Metro Manila in the mornings. The reverse is true in the afternoon to evening periods.
Imelda Avenue, which was also known for a time as Francisco Felix Ave., is plagued congestion due to notoriously bad pavement conditions, so many median openings, and high vehicle trip generation rates from the many residential subdivisions or village along the road. The pavement conditions are due mainly to damage brought about by trucks and, during the wet season, frequent flooding along many sections of the avenue. Bad pavement conditions and flooded streets significantly slow down traffic as Imelda Ave only has two lanes along each direction and is divided by a narrow median island that’s just enough for a few plant boxes and lamp posts.
There are mostly middle class subdivisions including the large Vista Verde, Village East, Karangalan, and Pasig and Cainta Green Parks along the road. There is also a DMCI medium rise development has its main access road also connecting to Imelda Ave. These villages generate much vehicle traffic and each have their own median openings that practically function as intersections along the entire stretch of the avenue. These openings create a lot of conflict between through traffic and vehicles entering and exiting the villages, especially those taking left turns to or from their gates.
While there are commercial establishments along the avenue, most were small and traffic generation characteristics were not so significant as to cause severe congestion. The first major generator in the middle of the avenue was a branch of the membership-concept Makro supermarket cum depot. Makro generated significant traffic but did not cause much congestion along the stretch in front of the Village East gate. It was eventually acquired by commercial giant SM and the branch is now an SM Supercenter that seems to be generating much more traffic than Makro did at its peak. While traffic studies are usually the norm before such developments are constructed given the trips attracted by SM, the congestion experienced along Imelda Ave has been reported to be generally un-managed despite the need for more disciplined loading and unloading by public transport, pedestrian movements and vehicle entries and exits.
Jeepneys are the main public transport mode along Imelda Ave. although there are tricycles serving the various subdivisions that often not only cross the road but also travel along Imelda Ave. for short distances. I remember in the 1970’s and early 80’s that the tricycles used to be the primary mode of transport from Junction and the Cainta Public Market as Imelda was not yet connected to the still to be completed and unpaved Marcos Highway. There was even a Metro Manila Transit Corp. bus service (probably missionary route and with low frequency of service) along Imelda Ave. that turned around near Kasibulan Village, one of the first subdivisions in the area. Many jeepneys are noticeably the patok or popular type known for their loud stereos and reckless driving. Still, there are the smaller, older jeepneys whose route connects either ends of Imelda Avenue. Most patok jeepneys are from the many longer routes between Rizal towns and Cubao overlapping along Imelda Ave (e.g., Angono-Cubao, Antipolo-Cubao, Binangonan-Cubao, Taytay-Cubao, etc.).
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School traffic impacts – issues along Ortigas Ave., Part 2
I had written recently about traffic congestion along Ortigas Avenue that is due mainly to traffic generated by a private school in the area. In the previous post, the photos only show vehicles parked on the sidewalks on either side of the road. They did not show the actual traffic congestion experience. The parked vehicles seem more incidental and indirect than concrete evidence of congestion brought about by school traffic generation though they are a definite manifestations of parking generation, which is directly related to traffic generation.
Parked vehicles on the sidewalk are seen as we approached the tail of a very slow moving platoon owing to the congestion generated by an exclusive school.
Traffic jam with road capacity reduced by the parked and standing vehicles along the EDSA-bound side of Ortigas Ave. The trees are witnesses to the chronic traffic jams and help alleviate their impacts by absorbing emissions from the vehicle.
Severe congestion as we approached the school – the overpass downstream in the photo is a reference for where the school is located
The overpass bears the name of the mayor of Mandaluyong City, where this school is located and which has jurisdiction, together with the MMDA, for traffic management in the area. At the time we passed the area though, there were no enforcers in the area despite the severe congestion. Is this because they gave the responsibility (or burden) of managing traffic to the school? Perhaps there was no need to post enforcers here as congestion is a regular thing and people seem to have been conditioned with the almost daily experience.
The area at the foot of the pedestrian overpass actually functions as a pick-up and drop-off area for students of the school. As such, vehicles occupy not just the the sidewalk but also more than a lane of Ortigas Avenue. This effectively constricts traffic along this major road.
Traffic is slow along the San Juan-bound direction of Ortigas as vehicles waiting for their passengers (students of the school) are lined up and occupying the outermost and even the middle lane of the road.
This queue is not entirely attributed to traffic generation by the school but is likely due to traffic management at the EDSA-Ortigas intersection, which is signalized. If the signal setting is not optimized or if the intersection is not cleared of straggler vehicles, traffic is backed up along all the approaches to the intersection. The tall building in the background hosts DOTC’s headquarters. I wonder if our officials are taking in the congestion that occurs almost daily (weekdays) and if they are even crosses their minds how to solve this problem and others like it around the country.
Proof that congestion is along both directions of Ortigas Ave. is seen in the middle of the photo where vehicles are also backed up along the overpass ramp coming from EDSA’s northbound side. For what it’s worth, the DOTC headquarters is right along this road at the building where the 7-Eleven (sign visible in the photo) is located.
Another and even closer look of what is literally bumper-to-bumper traffic along both sides of Ortigas Avenue during the afternoon peak triggered by the exclusive school along its San Juan-bound side. Visible in the photo is the congestion along the overpass from EDSA.
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School traffic impacts – issues along Ortigas Ave., Part 1
I have written about school traffic generation in this blog and have mentioned about the traffic congestion experiences along major thoroughfares due to the vehicles attracted by private schools. La Salle Greenhills (LSGH) is an exclusive school found along Ortigas Avenue and during the summer months of April and May, people passing through the stretch of the road from EDSA to the Greenhills Shopping Center are relieved that they won’t have to go through traffic jams due to the school-generated traffic. From June to early December and January to March, however, the area is almost always congested in the morning and afternoon. Such congestion is predictable since it occurs during a period when students come to school and when they are dismissed mid-day or in the afternoon.
Heading to a meeting at the DOTC from the University one morning, we decided to take an alternate route. Instead of EDSA or C5, we took East Ave., Tomas Morato Ave., Gilmore Street and then emerged at the westernmost end of Ortigas in San Juan. It was already 9:00 AM when we arrived at the section most affected by the traffic generated by LSGH and so we didn’t to get caught in a jam as we proceeded towards our destination. We were proven right as traffic was almost free-flowing, and I took advantage of the traffic conditions and to take a few photos of the indicators for the potential traffic congestion in the area. The following photos also show a serious parking problem and (sadly) the usurpation of space from pedestrians. For shame!
School service vehicles parked along the sidewalk along Ortigas Avenue – beyond the wall on the right is Wack-wack, a high-end residential subdivision named for the sound of golf clubs swinging at its famous course.
Private vehicles parked along the same sidewalk – noticeable in the photo is the pink line drawn by the MMDA to supposedly demarcate space that should not be obstructed and instead allocated for pedestrian use. It is clear in the photos that pedestrians would have to walk along the edge of the sidewalk or the outer lane of the carriageway itself, increasing the risks for them to get sideswiped by motor vehicles.
More parked vehicles along Ortigas Avenue, mostly private vehicles that are highly likely owned by those studying at LSGH.
It’s actually worse on the other side of Ortigas Ave. as vehicles occupy a lane of the carriageway, effectively reducing capacity along this stretch of the road.
It seems the main purpose of the pedestrian overpass is to allow students to safely cross the street to get from and to their vehicles. I can only imagine the congestion caused by drop-offs and pick-ups along Ortigas Ave., which for certain times of the day functions as a driveway for the school.
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The electric bus and other thoughts on bus operations in Manila
An electric bus was on display at the 2nd Electric Vehicle Summit recently held at the Meralco Multi-purpose Hall. The exterior reminded me of the buses I rode in Yokohama and Saitama during my stints as a student and later as a visiting researcher. Following are a few photos I took of the exterior and interior of the bus. Most of the following notes are comments applicable to city buses operating in the Philippines rather than specifically for electric buses.
This electric bus was imported from Taiwan by the Victory Liner Inc.., which is among the largest provincial bus operators in the Philippines. The first thing I noticed is that the bus has a low floor, perhaps the same height as most curbs, but this can be a concern considering many of Metro Manila’s streets are subject to flash floods during the wet season.
The interior and layout is perhaps the most appropriate for buses with city operations. There is sufficient standing space from the front to the middle of the bus. Seats here are usually for the elderly or physically challenged and includes space for a wheelchair. Most city buses in Metro Manila have layouts that are suitable for long distance trips, with many seats and often narrow corridors.
The seats at the back look very inviting and I assume are comfy for long rides not because of distances but congestion. Obviously, these seats and especially those at the back, which require passengers to negotiate a few steps are free for all though those in the lower level may be reserved for the elderly, physically-challenged or pregnant women.
A look at the driver’s seat with the emblem of the manufacturer, RAC, on the steering wheel. I saw an article on the electric bus stating its specs (top speed of 95 kph and range of 270 km on a single charge). I’m really not worried about the specs given the advances in technology these days. I think it will still boil down to driver behavior when it comes to the question of road safety and the provision of efficient services for the public.
Unlike most city buses in the Philippines, this bus has 2 doors. The one at the front may be used for entrance and there’s space for transactions, i.e., payment of fares, showing passes or swiping of cards. The one at the back is wider for more efficient unloading of passengers. There is also a provision for a ramp that can be used by persons on wheelchairs.
The potential benefits derived from electric buses are quite obvious from the environmental perspective. I like its chances for success considering that the initiative is being pushed by a major company like Victory, which might have to show the way by being an example and be the first to deploy these buses on an actual route. Victory’s business, however, is in provincial operations so there should be at least one taker from among the companies operating in Metro Manila to use these buses on a route.
For demonstration purposes, I think Bonifacio Global City with its Fort Bus service can provide a good route for a start. The Fort is ideal for such electric buses given the current demand and route length. Charging stations may also be provided at the route ends, particularly at the Market! Market! transport terminal. Another option might be Katipunan, with electric buses allowed to enter the Ateneo campus and perhaps help alleviate traffic congestion there by encouraging their students and staff to use public transport. One end may be at the UP Diliman campus where the buses may also be allowed to enter the campus but perhaps take a route that won’t necessarily compete with jeepneys on campus (e.g., Academic Oval). Deciding the other end of the route would be a bit tricky but one option can be near SM Marikina where a secure terminal can be established and sufficient space for “park and ride” or “kiss and ride” operations. These might just be success stories in public transport waiting to happen.
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Overnight parking at NAIA
The main terminals of Manila’s Ninoy Aquino International Airport (NAIA) each have overnight parking facilities. These are all open lots located near the terminals and have roving personnel on motorcycles for security. The overnight parking spaces for Terminals 1 and 2 are located a bit of a walk away from the terminal buildings but are generally spacious and do not reach their full capacities.
Terminal 1’s overnight parking is located on the lot to the right as travelers drive through the security check for vehicles. Terminal 2’s overnight facility is near the old Nayong Pilipino gate and appears to be the combined parking lots of the now-closed theme park and the also closed Philippine Village Hotel. Terminal 3’s overnight parking spaces are generally spread out with most along the service road or driveway that leads to its still closed multi-level parking facility. Other spaces made available for overnight parking are those near the entrance to Terminal 3.
I haven’t tried overnight parking at T1 and T2 but I recently availed of overnight parking at T3. Following are a couple of photos to describe overnight parking at T3, followed by a few tips on how to get a slot in what is always a full area.
Overnight parking spaces are along the service road on the right that ultimately leads to a ramp access to the still closed multi-level parking facility at Terminal 3. There is a sign that states overnight parking is full. Ask for assistance from the security staff to find a slot.
The service road leads to a ramp (visible at the center of the photo) to the closed multi-level parking (also visible on the right of the photo) of Terminal 3.
A tip for those wanting to park their cars for a night or more at Terminal 3: ask nicely for assistance from the security guard at the entrance to the parking lot. They will help you find an open space somewhere (trust me, it’s quite a challenge) in what is always a full overnight parking area. Show your gratitude by tipping. It’s definitely worth it and they’ll probably even check your car to return the favor. And yes… overnight parking fees are quite cheap at 50 pesos (about 1.15 USD) per night.
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Electric vehicle revolution in the Philippines
It started with the deployment of the first electric jeepneys and tricycles about 5 years ago. Today, electric vehicles are the rage in the Philippines with public transport being the main application of the e-vehicles. Makati already has 3 operational e-jeepney routes including the first e-vehicles to be registered and the first franchise for public transport. E-trikes have been operating in Bonifacio Global City in Taguig as well as in limited numbers in Puerto Princesa, Surigao and Boracay. During the 2nd Electric Vehicle Summit held last May 24-25, 2012 at the Meralco grounds, models of various electric vehicles for private and public transport use were on display for people to inspect and appreciate. These included cars, motorcycles, tricycles, jeepneys and a bus. Special mention goes to the Segway booth and its clone, which featured more personalized modes that are not really in the same category as most of the e-vehicles on display.
Mitsubishi’s entry in the local market is via the MiEV, a unit of which was donated to the Department of Energy (DOE)
The REVAi is a small car produced by an Indian company. The logo on the car is of the leading battery company in the country.
A locally assembled electric tricycle that is now popular in tourist areas like resorts.
The 4-wheeled e-vehicle dubbed as the E-quad that is locally assembled.
Variants of 3- and 4-wheeled e-vehicles including one (visible on the left) that is designed as a pick-up or delivery vehicle. All are made by local companies.
Electric motorcycles with one having a sidecar, which is the same form of the traditional tricycles that are the dominant public transport mode in local roads, many small cities and rural areas in the country.
The electric jeepney that is also locally assembled with the motor and controller the only major components that are imported. I think this model is the latest one and has a more powerful motor that allows the vehicle to negotiate steeper slopes. Other models are currently operating in Makati City (CBD) and as shuttles in shopping mall complexes and industrial areas.
Another e-trike with form similar to the Thai tuktuks and another, a 4-wheeler, made to look like the popular Hummer vehicles.
Electric scooters on display outside the summit venue
The electric bus imported by a company affiliated with Victory Liner, one of the largest provincial bus companies in the Philippines was a popular attraction during the summit.
There are still many issues pertaining to the deployment or operations of e-vehicles in the Philippines. Among the more important ones involve costs and the need for infrastructure such as charging stations to support e-vehicles. Unlike the experiences in other countries, especially in Europe, the e-vehicle initiatives in the Philippines are mainly for public transport rather than for private use. In fact, the DOE’s E-trike project together with the ADB looks to the deployment of 100,000 e-trikes to replace traditional tricycles around the country. This seems to be a small initiative considering Metro Manila alone has about 250,000 legally operating tricycles (there are quite many illegally operating units) and an estimated more than 1.5 million legal units around the country. But such initiatives if carried out and evaluated scientifically, systematically and objectively will surely go a long way to addressing transport problems in this country. The Makati e-jeepneys already provide a good model for replication elsewhere and soon, more studies will be underway to evaluate such vehicles in comparison with the traditional jeepneys and the emerging Auto-LPG variant. With an impending law that will provide incentives for electric, hybrid and other alternative-powered vehicles, e-vehicles will be here to stay and perhaps effect a transformation of Philippine transport.
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Morayta Street and some thoughts on reviving Manila
The University Belt in Manila is called such because of the proliferation of schools, particularly universities and colleges, in the area. Most recognizable are institutions such as the University of Sto. Tomas, University of the East, Far Eastern University, Polytechnic University of the Philippines, Centro Escolar University, Manuel L. Quezon University, San Beda College, San Sebastian College, La Consolacion College, National Teachers College and College of the Holy Spirit. The U-belt, as it is also known, stretches all the way to Intramuros and Padre Faura where many other institutions like UP Manila, Mapua, Letran, Lyceum, PNU and Sta. Isabel College are located.
The streets in the area are very familiar to many as they are usually indicated in the sign boards of jeepneys and buses plying routes in the area. These include Recto, Lerma, Espana, Legarda, Mendiola and Quezon Blvd. An ubiquitous street in the area is currently named Nicanor Reyes Sr., in honor of the founder of the Far Eastern University, the main gates of which are located along the street. Nicanor Reyes, of course, is more popularly known as Morayta for most people even the younger generation who picked up the old name of the street, which is more familiar with public transport drivers (jeepneys and taxis). Morayta connects Espana with Recto.
Morayta Street (Nicanor Reyes St.) – Recto bound traffic with the FEU on the right side. There is practically two lanes per direction but one lane is usually occupied by parked or waiting vehicles. Add to this the operations of public utility vehicles as the street is along jeepney routes.
Railings – street railings on the median island along Morayta help minimize jaywalking along the busy street. There are no median openings for vehicles along the street though there are junctions like the one with R. Papa Street shown in the photo.
Pedestrian traffic signal – there is a traffic signal along Morayta for pedestrians crossing the street in front of the FEU main gate. Such signals may be equipped with a button for on-demand green indications.
Pedestrian flow – because of the schools, there are many students (generally in uniform) in the area. Each school would usually have a distinct uniform for females though some are generally in white with their school logos or IDs the only distinguishing aspects. Meanwhile, male students usually wear white polos and black pants. The photo above shows students crossing in front of the FEU gate. The photo also shows the typical commercial establishments in the area that include fast food and book shops.
FEU main gate – the university has several access/egress points along Morayta including those for people only and this gate where vehicles may pass. Many universities (with only few exceptions) in the University Belt have very limited space with some having practically no campuses to speak of but only buildings where they conduct their activities.
Parking and standing – parked and standing (waiting) vehicles occupy significant road space. While standing vehicles have their drivers and could be made to move, the parked vehicles generally take up a lane that could otherwise be used by pedestrians. I am not aware of any pay parking regulations along Morayta. There are no signs indicating pay parking schedules and rates, and have not seen parking attendants like the ones in Makati.
Approach to Recto – the intersection with Recto Ave. is signalized and the median island is tapered to accommodate vehicles queuing to turn left towards Mendiola or Legarda. The LRT Line 2 superstructure is also visible in the photo above Recto. Pedestrians walk along the building arcades that are typical of most older buildings in Manila, which are similar to those in other old cities in the Philippines.
Entry from Recto – the photo shows Morayta as our vehicle turned right from Recto. Taken during an April afternoon, there is very light traffic between Recto and R. Papa, and not so many students as those shown in the previous photos, which were incidentally taken during the morning of the same day. Note the vehicles parked on the curbside.
Build-up – approaching the signalized pedestrian crossing, we noticed some congestion due to the stopped vehicles and the presence of pedestrians. The section between R. Papa and Espana is usually congested due to several reasons including the presence of an informal jeepney terminal at the corner of Espana and Morayta.
Junction with Paredes – a peek at Paredes St. shows more parked vehicles and tricycles lined up and waiting for passengers. Public transport demand along Manila’s side streets are served by tricycles and pedicabs, and until a few months ago by what were called “kuligligs.” The latter were also paratransit modes that were the motorized versions of pedicabs fitted with motors or generators much like the ones used in farm equipment or motorized bancas in seaside towns. These are called tricyboats in Davao. Meanwhile, the term “kuliglig” is used in many parts of Luzon for farm tractors used as public transport in the rural areas. Paredes St. is quite busy as the Professional Regulations Commission (PRC) is located along the street.
Informal terminal – the approach to Espana is usually congested in part due to the informal jeepney terminal from the corner of the junction. Some jeepneys even tend to bypass the line and pick-up passengers right at the corner and often blocking turning traffic.
Approach to Espana – the intersection is signalized but there are jeepneys usually camped out at the corner, effectively reducing throughput along the intersection.
There are many streets like Morayta in Manila that can actually be evaluated and considered for pedestrianization if not for road diets. Careful studies and perhaps an experiment here and there should show the feasibility and practicality of generally closing some streets to motor vehicles including tricycles and jeepneys. For some streets, public transport access may be maintained but there should be genuine effort to improve pedestrian facilities to enhance the experience of walking in what are supposed to be historic streets in Manila. Considering the volume of foot traffic in the area, one would assume that the City of Manila should be thinking about how to bring down motor vehicle traffic while providing for public transport and walking needs in the city. Perhaps some radical plans need to be formulated including out of the box ideas to revive Manila streets such as Morayta? I would like to see the schools come up with these plans and perhaps be instrumental in implementing the same and not just for the sake of their students and staff who are exposed to pollution, congestion and safety risks on a daily basis. It can be done if people and institutions will collaborate to make it happen.
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But seriously…recognizing walking as a mode of transport
There is a general observation that urban planning in the Philippines, including planning and design for transport, revolves around motor vehicles. In fact, much of what we think are sound policies and guidelines, even rules of thumb, are car-oriented rather than people-oriented. Our love for the car is often traced to our being a colony of the United States and our orientation to cars have been reinforced over the years by policies, plans and projects that seem to be biased for car users while detrimental to commuters in general. In fact, we have been used to having roads built and widened that these types of projects seem automatic, no brainer solutions to the traffic problems we encounter everyday. Not that this is a bad thing, considering that we do have many missing links to complete and infrastructure to build where they are needed. Yet, for many of our highly urbanized cities, public transport infrastructure has been too slow to address the demand for movement.
Metro Manila is already choking in as far as traffic is concerned and our proposed solutions still are road widening and the call for elevated expressways. Meanwhile, we have poor road public transport services and a limited rail or mass transit network. It seems that most of the plans for trains and BRTs have never left the proverbial pipeline and as such, we continue to languish in I would like to think that a lot of people would want to take public transport if only the quality of service is similar to systems in Singapore, Hongkong, Kuala Lumpur or even Bangkok or Jakarta. We have to deliver on this end, which will also see our streets begin to become decongested as vehicles will naturally decrease with people choosing PT over their cars, especially in this period of increasing fuel prices.
Of course, these public transport infrastructure carry hefty price tags. And so to complete the picture and solve the puzzle of transport in cities like Metro Manila, Cebu and Davao, we would need to address what is perhaps the most basic for of transport that is often forgotten when talks center on highways and mass transit – walking. It is a fact that walking is the mode with the highest share for transport; dwarfing all other modes since we all walk at some point of our trips (e.g., Car users still have to walk to and from the parking spaces.) Unfortunately, we seem to have become lazy, preferring to ride than to walk and making so many excuses even when the facilities for walking are already provided and conditions favor walking over motorized transport. Of course, the main challenges for ensuring the safety and comfort of those who choose to walk remain and investments are required for more infrastructure to encourage walking. There are good practice examples like the walkways connecting buildings at the Makati CDB and the sidewalks of Quezon City. These are, however, more the exception than the rule and so there is still a need to actually “formalize” walking as a mode of transport and one that could probably save us a lot of fuel, reduce emissions and, most importantly, improve our health and well-being.
Following are excellent articles for reading, and for consideration when we re-think what we are doing to improve transport and mobility in our cities. A re-orientation is in order for us to address
(Note: the sources and links to the online articles are shown below and in the files. These are made downloadable here only to facilitate access to the articles. There is no intent for any copyright infringements.)
Why don’t Americans walk more? The crisis of pedestrianism:
What scientists know about how pedestrians really behave:
Walking_in_America__What_scientists_know_about_how_pedestrians_really_behave_
How walk score puts a number on walkability:
Walking_in_America__How_Walk_Score_puts_a_number_on_walkability_
With America and the rest of the world taking a second and perhaps critical look into how they are planning their transport systems and focusing on encouraging people to walk, we should perhaps take this as our cue to also re-think how we are planning and designing our systems. We should, and not be too dependent on the recommendations of studies past and present that seemingly try to simplify our plights as something that can be solved by roads and cars alone.
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Noise Standards in the Philippines
Caught a show on television featuring noise pollution in the Philippines. The feature on noise included the reporter accompanied by a person who measured ambient noise using a portable noise meter.The results were quite interesting if not surprising, including the alarming measurements inside a high school classroom at a building beside EDSA. There was also the segment where hearing damage was covered, particularly those derived from workplaces (e.g., factories).
Of course there are many sources of noise, but it seems that much of it nowadays is associated to vehicular traffic (e.g., tricycles, trucks, etc.). Nevertheless, we often disregard a lot of the other sounds around us because they are part of what we hear everyday and we have gotten used to them. To be able to appreciate the totality of the sounds (noise) that we often disregard, much is actually eliminated when we have blackouts. That means no TV, no stereos, no electronics that produce sounds that we take for granted.
I reproduce below the three pages of what was the National Pollution Control Commission’s Memorandum Circular No. 002, Series of 1980, as published in the Official Gazette of the Republic of the Philippines, which until now serves as the basis for noise standards in the country. Recent initiatives led by the DENR’s Environmental Management Bureau seeks to update/revise these standards and a draft has been circulated to members of an inter-agency committee and industry. Perhaps our local governments could take a look at laws that are often set aside in part because of a lack of instruments to be able to quantify noise. I think curbing noise pollution should significantly improve our quality of life and would have positive impacts to our health.
Page 1 of the NPCC Memorandum Circular No. 002, Series of 1980
Page 2 of the NPCC Memorandum Circular No. 002, Series of 1980
Page 3 of the NPCC Memorandum Circular No. 002, Series of 1980
Perhaps the material above should serve as a basic guide for local governments and private citizens in monitoring noise. People should be knowledgeable of what can be considered as unacceptable. We have never been known to understand and appreciate the concept of externalities such as those from congestion and emissions. So the next time your neighbor decides to go on a karaoke session or revs up his motorcycle, you have a basis for making a complaint and maybe even using the memo for reference in your barangay!
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Caught (up) in traffic 