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More on ads masquerading as signs
I recently wrote about what I thought were ads masquerading as signs. It turns out a friend also took notice of similar signs along Katipunan and decided to make this a topic of his vlog. I learned that he has corresponded with the MMDA regarding this matter and even contacted the company behind these ads (I would prefer to call them what they really are.) to get their take on the matter. It turns out that the company is quite aware that what they are doing are basically not according to DPWH guidelines pertaining to signage. I wouldn’t and couldn’t say it is illegal since the MMDA and LGUs gave their approvals for these ads to be installed.
Approaching Cainta Junction from Antipolo, there is a sign that advertises Cherry Antipolo, which is all the way back and past Masinag Junction along Marcos Highway.
Less than a kilometre away from Masinag Junction along Sumulong Highway, there’s another ad posing as a road sign and from a certain angle it covers a more important traffic advisory concerning the construction of the Line 2 Extension.
This ad doesn’t even pretend anymore since all directions point to an Ayala Mall!
Following are examples of what may be tolerated and what must be disapproved and therefore removed. Guidelines are important so that the criteria for signs including ads masquerading as such will be clearly spelled out and approval/disapproval will not be
Logical: The photo below shows a sign installed by the DPWH showing the general directions for towns (Cainta, Taytay, Antipolo) or major thoroughfares (EDSA). The smaller sign is actually an ad for a mall but is located near a major junction (Cainta Junction – intersection of Ortigas Avenue Extension and Felix Avenue/A. Bonifacio Avenue) and may perhaps be tolerated as the mall is close by. Such a sign can be justified to assure or validate the direction to be taken by a traveler headed for this mall.
Not logical: The sign below is meters away from Masinag Junction in Antipol but advertises the same mall as the previous sign. It is not logical and should not have been approved since it is far from the destination mall and does not offer a validation or assurance for direction like the previous sign. In fact, the same mall chain has a branch nearby in the Masinag area and another one further on along the Marikina River. This sign should be removed as it adds to the clutter, the visual noise that makes people blind or numb to the actual road signs that require their attention.
[Disclaimer: For purposes of transparency, my colleagues and I also have worked as consultants for projects such as malls but never have we recommended for signs like these.]
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On the need to increase NMT and public transport use
A recent report reinforces what many of us already probably know or are aware of – that we need to shift away from dependence on car use to more sustainable modes of transport in the form of non-motorised transport (NMT) and public transportation. Here is the article from the AASHTO Journal:
Global Climate Report Calls For Expansion Of ‘Non-Motorized’ Transport And Public Transit (2018)
There is a link to the report in the journal article. The report is conveniently available in PDF form and is very readable (i.e., not overly technical).
Incidentally, I was involved some time ago in a project led by the group Clean Air Asia (CAA), which involved several experts from across ASEAN as well as Japan that attempted to determine the necessary transport programs and projects in the region to stave off the projected increase in global temperatures. In all the scenarios evaluated, non-motorised transport (NMT) and a rationalised public transportation system By the term ‘rationalised’ I am referring to the use of higher capacity vehicles as against the taxis and tricycles that typically carry few if not one passenger. Here is a link to the final symposium for that study that has links to the materials presented:
The Final Symposium on the “Study on Long Term Transport Action Plan for ASEAN”
Here’s a slightly updated slide on the future image for a large city in the Philippines:
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On lack of funding for government institutions
The recent brouhaha over a popular (some may say infamous) media personality’s criticism of the Philippine General Hospital’s (PGH) Emergency Room (ER) and its protocols bring to mind the state of that hospital’s resources especially as it is expected to cater to the needs of so many (too many perhaps?) people. The PGH is arguably the premier government hospital and is also a teaching one with the University of the Philippines Manila’s students in their Colleges of Medicine and Allied Medical Professions providing a significant part of the manpower for the hospital. The PGH like many other institutions like it lacks the funding it needs to provide the services expected of it. The millions it received as part of the UP budget is not just for patients but also covers salaries and operating costs for the hospital. And yet it is able to deliver much more than what it is given in terms of resources.
I suddenly recall the many occasions when the National Center for Transportation Studies (NCTS) was called upon by national agencies and both legislative houses to comment on national and local transportation issues. In many cases, the Center was asked if it can develop models and other tools to aid agencies and congress in decision-making. The Center’s response has always been positive but with the condition for it to be given the resources it needs to do the tasks expected of it. It is not possible to come up with detailed, realistic transport simulation models for cities, for example, without the sophisticated, industry-grade software and the data required to calibrate it. The agencies and congress can only promise to provide the necessary resources and so far we these have yet to translate into something tangible.
So I find it sad for people to be bashing the hospital and others like it for what they think is poor performance for such institutions. Private hospitals like St. Luke’s and Medical City, mind you, deliver similar services but for many times the cost. You expect hotel-grade rooms and atmosphere, then you should expect to pay for those. You expect a world class research centre, you need to provide for its resources including funding for research. Lip service or “laway” doesn’t give you much in terms of the desired outcomes. Mabuti pa yung micro-satellite malaki ang pondo! And with all due respect to my friends who are involved in that program, they have shown what full funding support can do in terms of accomplishments.
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Article on housing and transportation
Here’s another excellent piece from Todd Litman about the dynamics of housing and transportation. This is a very relevant topic in many cities today and especially so for those like Metro Manila, which is struggling with issues pertaining to affordable housing and transportation infrastructure and services. Arguably, a lot of households are spending more than the 45% threshold of incomes mentioned in the article but people continue to get homes away from the city as these are relatively cheaper than those closer to their workplaces and schools. Unfortunately, transportation costs are on the rise and congestion and a lack of an efficient transport system are among the culprits for what many have already labelled as undignified and atrocious costs of commuting.
Litman, T. (2018) “Affordability Trade-Offs,” planetizen.com, https://www.planetizen.com/node/99920?utm_source=newswire&utm_medium=email&utm_campaign=news-08092018&mc_cid=e2a69b6eb4&mc_eid=9ccfe464b1 [Last accessed: 8/9/2018]
I envy the guy for being able to present these topics clearly. It is a complex subject and one that isn’t understood by many in government who are supposed to be responsible for crafting and implementing policies and programs to address issues pertaining to affordable housing and commutes. I wonder if Todd is coming over for the ADB Transport Forum. He’s make for a good resource person in some of the sessions there and perhaps can also be invited to speak about this and other relevant and urgent topics in a separate forum. Anyone out there care to sponsor him?
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On EDSA transport and traffic, again
There’s a recent decision by the Metro Manila Council (MMC) comprised of the mayors of the cities and municipality of Metro Manila and chaired by the Metro Manila Development Authority (MMDA) Chair that vehicles bearing only one passenger (the driver) will be banned from travelling along EDSA. The problem with this is that by banning cars with one passenger from EDSA, you only succeed in making other roads like C5 more congested. It’s a simple case of transferring traffic and worsening it elsewhere since you’re not doing anything to alleviate congestion along those roads. Did MMDA run this and other scenarios using analytical or simulation tools at their disposal? If so, can these be shown and used to explain the soundness of this policy approved by the MMC? I suspect they didn’t and likely depended more on gut feel based on the data they have including what is often reported as 70% of vehicles traveling along EDSA having only one passenger. Meanwhile, the state of mass transit along EDSA still sucks.
A very crowded Boni Avenue Station platform (photo courtesy of Mr. Raul Vibal)
Of course, the pronouncement from the MMDA launched quite a lot of memes on social media. Some people shared the typical quotes on planning (you know, like the ones about planning for people vs. planning for cars). Some offered their own ideas about how to “solve” traffic along EDSA. And so on…that only succeeded in showing how everyone had an opinion about transport and traffic. Everyone is an expert, so it seems.
Some thoughts and not in any order:
- The government can initially dedicate a lane each for express buses (a la Bus Rapid Transit or BRT). This idea has been circulating for quite some time now and has a good chance of succeeding. The DOTr is already deploying buses that they say are supplementing the MRT 3 trains (i.e., there aren’t enough trains running so passengers have the option of taking a bus instead). Running along the inner lanes of EDSA would mean, however, that they would have to find a way for passengers to cross the road and one idea would be for the stations to be retrofitted for this purpose.
- Those cars along EDSA are not necessarily for short trips so walking and cycling while needing space may have less impact in the immediate term for such a corridor. In the meantime, serious consideration should be made for bike lanes whether on the ground or elevated and improvements to walking spaces.
- But these efforts to improve passenger (and freight) flows should be a network-wide thing and not just along EDSA.
- It’s time to have serious discussions and perhaps simulations (even a dry run) of congestion pricing in Metro Manila. Congestion pricing for all major roads and not just one or two. Funds collected goes to mass transit, walkways and bikeways development. DOTr was supposed to have already discussed an Electronic Road Pricing (ERP) system like Singapore’s with the company and people behind the same in the city-state. That doesn’t seem to be moving along.
- Working and studying from home might work in terms of reducing vehicular traffic but then we generally have lousy internet services so that’s a barrier that needs to be broken down.
- How about legalizing, once and for all, motorcycle taxis? Many are opposed to this citing safety concerns but then we are running out of options outside the usual motherhood statements pertaining to building transport infrastructure. Think about it. Give it a chance. These motorcycles might just surprise us in a nice way; that is, helping alleviate congestion.
- Carpooling and lanes dedicated to High Occupancy Vehicles (HOV) would be good but the LTFRB made a pronouncement about these being illegal as they would be considered ‘colorum’. Such statements do not make the situation any easier and sends mixed signals as to the government’s being serious in considering all possible angles to improve transport and traffic particularly for commuting.
Do you have other ideas to share?
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Increasing the number of TNVS units? Not so fast!
The Land Transportation Franchising and Regulatory Board (LTFRB) is planning to increase the number of TNVS units (i.e., rideshare vehicles) in Metro Manila to meet what is perceived as the demand for them based on the numbers provided by TNCs like Grab. The problem with this number they want to eventually achieve, 65,000 units supposedly, is that this is based on current transport conditions in the metropolis. Also, this is based on data that is biased for the interests of TNCs, which obviously want to increase their driver and vehicle base in order to maximise profits. Here is a nice article that should provide some context from abroad where rideshare vehicles are actually generating more car traffic and taking people away from public transport.
Fried, B. (2018) “Uber and Lyft Are Overwhelming Urban Streets, and Cities Need to Act Fast,” Streetsblog, https://nyc.streetsblog.org/2018/07/25/uber-and-lyft-are-overwhelming-urban-streets-and-cities-need-to-act-fast/ [Last accessed: 7/26/2018]
Currently under construction are the Line 7 and Line 2 Extension projects and soon there will also be the Line 1 Extension. Also, in the pipeline are the proposed subway and rehabilitation of PNR that is supposed to revitalise its commuter line. These are examples of projects that will likely be game changers in terms of commuting with the objective of drawing people away from car use. In the bigger scheme of things, perhaps there is a need to rethink numbers for TNVS and instead focus on improving taxi services in Metro Manila. The same can be said for other cities as well where there is already a need for better public transport services to avert a transport future similar to what Metro Manila is already experiencing now.
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School is back and so are safety issues for schoolchildren
It’s school time once again in most parts of the Philippines. Public and private schools including most colleges and universities have resumed classes this month of June while others start this July and August. But with the resumption of classes, there is also the re-emergence of issues pertaining to the safety of these children. Students are exposed to the hazards of commuting. These include the likelihood of being injured or killed by vehicles running along the roads the students use to get to school.
The photo above is a typical scene in front and around many public schools in the country. Schools are located along national roads and often lack spaces for students and their guardians. Many end up occupying the roads and causing congestion. Of course, that congestion is secondary to the safety of these children. Nevertheless, such issues need to be addressed in a more holistic manner rather than attempt to solve one as if they could be isolated.
Most students of grade schools and high schools around the country either walk or take public transportation in their commutes. They are exposed almost daily to motor vehicle traffic along the roads and risk being sideswiped or run over by vehicles. In certain cases, small children walk significant distances thereby increasing the likelihood and risk of being harmed by traffic.
Traffic is particularly bad along most roads leading to schools mainly during the morning, mid-day and afternoon periods when students arrive or leave their schools. In Metro Manila, for example, the worst congestion are experienced along major roads like Katipunan Avenue (due to traffic generated by Ateneo, Miriam and UP) and Ortigas Avenue (due to La Salle Greenhills). That means a lot of time and fuel are wasted and more emissions are released into the air that we breathe. However, one can argue that in terms of road safety, this is better since gridlocks mean slow moving vehicles that make it safer for walking or cycling. This is not the same in the provinces or rural areas where there is less congestion and vehicles travel at faster speeds.
Children heading to school on a ‘skylab’ version of the motorcycle taxi
While there are initiatives pertaining to revisions in speed limits, such are limited (pun not intended) by how much action can be done in order to enforce these regulations. Add to this the requirement of having the instruments to measure and record speeds in aid of enforcement. This was what MMDA did along Commonwealth Ave. and Macapagal Blvd. with the acquisition of two speed guns. I don’t see them using these anymore and wonder if the instruments are still working. Meanwhile, expressway authorities are using these as they continue their enforcement of speed limits along tollways. [I am aware of NLEX and SCTEX enforcement units employing speed guns along those tollways.]
The DPWH is also doing its part by doing road safety audits and identifying measures to reduce the likelihood of crashes involving these students. Among these are rumbles strips and, in some cases, the construction of sidewalks but these are not enough. There were recommendations from an iRAP project many years ago but the agency was resistant to what they thought were new and innovative ideas that were actually already being implemented in other countries. Perhaps these recommendations and that iRAP study could be revisited and solutions drawn from there?
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On Quezon City’s Kalayaan Avenue bike lanes
Another example of what can be called “pwede na iyan” bike lanes are those found along Kalayaan Avenue in Quezon City. To be fair, the city made an effort to paint the bicycle lane and put up signs for this. However, one will observe that there is poor enforcement in relation to the bike lane as you would find vehicles parked on the lane. There is also the question of bicycle traffic as there doesn’t seem to be many cyclists along Kalayaan, making the space fair game for other vehicles including tricycles and motorcycles. Then there is the matter of connectivity. The Kalayaan bike lane seems to be isolated and does not have a connection to any other bike lane. The lane around the Elliptical Road, for example, is in the inner side of that road. Teacher’s Village does not have bicycle lanes but perhaps it is not (yet) necessary to have exclusive lanes in the still predominantly residential area (note: commercial establishments are still on the rise along major roads in the village).
Vehicles parked on the Kalayaan Avenue bike lane
Free flowing traffic along Kalayaan – notice the vehicles parked on the sidewalk?
One big question comes to mind with regards to such bike lanes: How do we improve the situation in order to encourage more people to bike? There are many answers to this question and the answers branch out to the infrastructure, policy, social and even societal, and other aspects concerning cycling. What we should bear in mind and what Quezon City and perhaps MMDA should work on is a strategy for promoting non-motorised transport (NMT) that includes walking and cycling that can be implemented metro-wide with safety and efficiency (incl. connectivity) as the main objectives rather than have piecemeal projects for show or demonstration.
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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.)
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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.
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Caught (up) in traffic 