Home » Governance (Page 38)
Category Archives: Governance
Traffic consultants for Philippine cities?
I was driving to the office one morning, and as I was slowing down to stop at the Masinag junction I spotted a familiar face giving instructions to Antipolo traffic personnel. Robert Nacianceno was formerly the General Manager (Undersecretary level position) with the Metropolitan Manila Development Authority (MMDA) when it was chaired by Bayani Fernando, the first MMDA Chair to gain a cabinet level post (previously the MMDA Chair was not a Secretary level position). He was in an office barong while leading Antipolo staff in positioning orange traffic cones to mark the lanes for turning traffic along the Sumulong Highway approach from Antipolo.
Nacianceno is a cyclist so I would like to think that he can take that perspective in transport planning and traffic management for Antipolo. Unfortunately, his track record at the MMDA does not provide strong evidence as to his competence in transport planning or traffic management. Insiders say most policies and schemes during BF’s time was the latter’s ideas (e.g., U-turns, bike lanes, etc.) and he had his own consultant (and reportedly an inner circle) for various matters including traffic. In fairness to the man, Nacianceno probably has tremendous experience on the job but one has to note that there were other people with the MMDA who also dabbled in transport and traffic. Also, as GM he had other things to attend to during his stint including waste management and flood control.
Remember this guy? He used to be the MMDA GM during BF’s stint at the agency.
I recall that the previous traffic consultant of Antipolo City was also a former MMDA official, Ernesto Camarillo. Unfortunately, I couldn’t say that Antipolo traffic improved during the last few years. Based on what I have seen in my daily commute, transport and traffic conditions have degenerated. Antipolo is overrun by tricycles and people generally do not follow rules and regulations. Informal terminals dot the city and you don’t have to go far to find inappropriate terminals as these are in plain view and across from the Rizal Provincial Capitol. Antipolo has a new mayor in the former Rizal Governor and his mother now sits as governor of the province. I’m crossing my fingers as to how they will improve transport and traffic in Antipolo if there is really a desire to do so. For starters, is there a transport and traffic plan for this Highly Urbanized City (HUC)? There should be one as the city needs it badly together with a land use plan to bring some order in development.
Antipolo is rapidly developing but at the same time conditions (including traffic) are also rapidly deteriorating. Hopefully, the LGU will address these issues and eventually make this city a modern one and fit for its being an HUC as well as a popular pilgrimage site for decades if not centuries due to the Shrine of Our Lady of Peace and Good Voyage (Is there some irony here?). Nacianceno’s work has just started and I hope he is up to the challenge of bringing order to Antipolo’s chaotic transport and traffic situation. I hope, too, that he will take note of good practices in other cities (Philippine or foreign) and won’t be relying purely on his experiences in Metro Manila. And hopefully, whatever improvements from the traffic schemes he will be introducing and implementing will be felt immediately by travellers. Good luck!
–
Quiapo traffic
Fridays in Manila are associated with Quiapo and the devotion to the Black Nazarene. People flock to Quiapo Church to hear Mass or pray at the Basilica, which is arguably among the most popular for Roman Catholics. Fridays are regarded as feast days dedicated to the Black Nazarene and since many people go to Quiapo Church throughout the day, there is almost always traffic congestion in the area. These days, however, any weekday is a congested day in that area what with more vehicles and more people coming to this area or just passing through.
Espana Avenue ends at its junction with Quezon Boulevard and turning left leads the traveler to the Quiapo District. The photo shows heavy traffic along the underpass and the elevated LRT Line 2.
Quiapo Church is just beside Quezon Boulevard and jeepneys loading and unloading passengers occupy up to 3 lanes nearest to the church.
There is a door at the side of the church along Quezon Boulevard and people seem to be everywhere even the middle of the road as they walk or wait to ride a jeepney.
Historic Plaza Miranda in front of the church is witness not only to a lot of the frenzied processions during the feast day of the Black Nazarene every January. Plaza Miranda has also been a venue for many political rallies including the infamous one in the early 1970s that was among the triggers for Martial Law. On “normal” days, the plaza is home to vendors, fortune tellers and other denizens of this area.
There are other popular churches around Metro Manila that attract a lot of people throughout the year and not just during feast days. Among these are Baclaran in Pasay City (Our Lady of Perpetual Help), St. Jude in Manila, Sto. Domingo in Quezon City, San Agustin and the Manila Cathedral in Intramuros, Manila. Nearby in Antipolo is the Shrine to Our Lady of Peace and Good Voyage. These churches are among the busiest especially on certain days of the week (e.g., Wednesdays are for Baclaran, etc.) and with the coming Holy Week, a lot of people are again expected to flock to these churches for the Visita Iglesia tradition. Hopefully, these devotions are really a manifestation of faith rather than the pretentious kind where the road trip is more touristy than religious or prayerful.
–
DPWH and DOTC merger
I had posted on one of my social media accounts about the idea of a merger of the Department of Public Works and Highways (DPWH), Department of Transportation and Communication (DOTC) and Housing and Land Use Regulatory Board (HLURB) to become the Department of Land Use, Public Works, Transportation and Communication or DLUPWTC (that’s definintely a mouthful). While it was April Fool’s, I got a lot of comments agreeing with the idea. One friend even gave a short history review noting that DOTC used to be DPWTC and what is now DPWH used to be DPH.
The idea of a merger of agencies is not a new idea nor is it a novel one if you look at the potential more closely. In fact, the Japanese already did such mergers many years ago when they created “super ministries” in the Ministry of Economy, Trade and Industry (METI) and the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) and the Ministry of Education, Culture, Sports, Science and Technology. These would be like merging the NEDA, DTI into one agency, the DPWH, DOTC, HUDCC, HLURB into another agency, the DepEd, CHED and DOST into a single entity. Such was undertaken in order to promote efficiency in government services in Japan by streamlining the bureaucracy among agencies that are supposed to have strong linkages if not overlapping responsibilities.
This idea makes sense for the DPWH and DOTC, and more so now that there seems to be a dearth in leadership over at the transport department while the public works and highways department is enjoying a resurgence, revitalized by a strong secretary. While these two agencies have cooperated for the longest time, much is still desired for a seamless collaboration where DOTC might serve as The Planning Agency while DPWH might be The Implementing Agency. They would probably work best under the guidance of a single strong leadership who would have a vision for a much improved future transport for the country and a knack for how to realize this vision.
Think about it and suddenly its not a joke worthy of April Fool’s Day.
–
Snippets of Manila streets and traffic
Coming from a forum held at a hotel in Manila, I took a few photos of scenes along our route back to the university. These are snippets of everyday scenes in the Philippines capital city, which now has for its mayor the former President of the country who was ousted back in 2001 for allegations of plunder. He has been on the news quite frequently as his administration has introduced traffic schemes intended to address traffic congestion in that city. These include going after buses without terminals in Manila last year and quite recently an expanded truck ban that renewed discussions about logistics and the Port of Manila (i.e., decongesting the port in favor of Subic and Batangas ports).
Traffic at the intersection of Bonifacio Drive, Roxas Boulevard and Padre Burgos Avenue. The trucks in the photo are coming from the Port of Manila and at the time this was taken, the window of the extended truck ban in Manila allowed these trucks to travel.
Barkers meet jeepneys head-on in the middle of the street just past Manila City Hall. A friend posted sometime ago that in Philippine streets, the uneducated dominate the educated and this seems so true in the case of public transport where barkers, paratransit drivers and their lot control how people should get a ride and how vehicles should operate.
Organized mayhem – pedicabs run along most of Manila’s streets with many even traveling counter-flow. This photo was taken just across from the old, decrepit Metropolitan Theater just before the Quezon Bridge towards Quiapo.
More pedicabs (also called padyak or trisikad), non-motorized 3-wheelers that notoriously violate traffic rules and regulations as they proliferate in many parts of the city.
A sign stating “There’s hope for a new Manila.” with the face of former Philippines President Estrada, who was elected Manila Mayor last year.
A modern public transport stop along the eastbound side of Espana Avenue shows a guide map and electronic message board that informs people who was responsible for the project.
Another modern bus stop, this time just in front of the University of Sto. Tomas campus, which is along Espana Avenue.
A side street to Espana Avenue reveals an on-street motorized tricycle terminal. There is a sign at the entrance to the street saying buses are not allowed along the road.
More on Manila in the next posts…
–
On sustainability and inclusiveness of pedicabs
“Sustainable transport is inclusive but inclusive transport is not necessarily sustainable.” Is this statement true? If yes, why and to what extent? This is not a philosophical take at transport. There seems to be some conflict in that statement but there should really be no confusion once you delve into the essence of sustainability and define the limits of inclusiveness. The statement is true to the extent that all sustainable forms of transport can be inclusive. These are transport modes that are friendly to all genders, all ages, all economic classes, and regardless of physical ability. However, there are transport modes that are inclusive in the same context stated but are unsustainable from the perspectives of suitability, efficiency and energy.
For example, non-motorized transport (NMT) in the form of pedicabs (also called trisikad or padyak) are sustainable from the perspective of energy. They are most suitable for operation along minor roads, especially those in residential areas. However, if the same pedicabs operate along national roads and mixed with motorized traffic, these become a nuisance and contribute to traffic congestion. Such operations also put passengers at risk, exposing to potential crashes as pedicab drivers tend to violate road traffic rules (e.g., moving against traffic).
Pedicabs along the Quezon Avenue Service Road near Agham Road.
Pedicab ferrying passengers from the Quezon Ave. MRT-3 station to destinations along Agham Road.
Counter-flowing pedicab along Quezon Ave. just outside the National Grid Corporation (formerly Napocor) office.
Pedicabs have another dimension, which is often cited as a reason for its very existence. It is a source of livelihood for many people. Whether this is something that needs to be encouraged is the subject of debates often involving discussions on poverty and governance. That is, pedicabs are often owned and/or operated by low income people and their numbers translate into votes for local officials who tolerate pedicabs and even encourage them as a form of livelihood. It is, after all, like the jeepneys and tricycles before it, supposed to be a simple investment that generates income for the owner/operator/driver. People have glorified or romanticized the pedicab as various designs have displayed the creativeness (or even artistry) of the Filipino. However, just like other modes of transport, the pedicab should function within a hierarchy based on its suitability with respect to other modes that are similarly appropriate for a certain range of conditions. Hopefully, such concepts are understood by stakeholders if only to effect the rationalization of transport services and correct certain notions pertaining to inclusiveness and sustainability for such modes.
–
Mobility for PWDs
Inclusive transport also covers persons with disabilities or PWDs as some people refer to them. Persons with disabilities include the blind, crippled, deaf, mute, and others who are physically challenged and therefore would have their movements limited or restricted. There are laws which provide for the needs of persons Republic Act 7277, which is the Magna Carta for Persons with Disabilities. Specifically, for accessibility, there is Batas Pambansa 344, “An Act that seeks to enhance the mobility of disabled persons” by requiring buildings, establishments and public utilities (e.g., transport) to install facilities or devices to enable use by PWDs. These include ramps at pedestrian sidewalks and at the entrance/exit of buildings. These should also include elevators and other devices to help “physically-challenged” or “differently-abled” persons up and down buildings including those elevated LRT/MRT stations. [Note: Quite frankly, I don’t really like all these supposedly politically correct terms but will nevertheless use them in this article.]
A man on a wheelchair crosses the intersection at Katipunan-Aurora.
Unfortunately, most public transport vehicles are not PWD-friendly. Most buses and jeepneys do not have provisions for PWDs and, on most occasions, do not even bother to stop to accommodate PWDs, especially those on crutches or wheelchairs. The LRT and MRT are now just too crowded even for able bodied people to endure (especially on a daily basis) but access to the elevated stations have always been an issue as there are limited escalators and elevators either seem to be frequently out of commission or there are none at certain stations. A high profile public official even suggested at one point during his stint with Metro Manila that PWDs and the senior citizens should just stay home rather than travel; hinting that these people would just be a burden to others when they travel.
This is not the case in other countries. I have seen in Japan, for example, that city bus designs can readily accommodate PWDs and this includes low-floor buses for easy access between the vehicle and the sidewalk. Bus drivers fulfill their responsibilities of stopping and assisting persons on wheelchairs to board and alight from their buses even if it means they would have to compensate for their scheduled stops. Then there are those I’ve seen riding the BART in San Francisco wheeling themselves in and out of the trains and stations with ease.
Addressing the transport needs of PWDs is definitely an area that needs proper attention especially as groups advocate for inclusive transport. Persons with disabilities are an integral part of our communities and enabling them to travel is a big factor towards encouraging them to be productive despite their physical limitations. They are not asking us to pity them but instead empower them to be the best they could become given the opportunity to be productive, to contribute to society. As such, they deserve the facilities and services that will enable accessibility and mobility that is at the same time safe for them and everyone else.
–
Transport and traffic purgatory, paradise and inferno
A lot of people have been referring to the traffic congestion and other derivative issues that will be the result of the construction of several transport projects around Metro Manila as “traffic armageddon.” Some friend have appropriately (I think) referred to it more as “car-mageddon.” This seems to be the case since it is perceived to have the most impact on car users than public transport users, cyclists or pedestrians. This is far from the truth as there are more people taking public transport, cycling or walking than those driving their own cars. In fact, estimates for Metro Manila indicate that 70-80% of travelers take public transport while 20-30% take private vehicles. These mode splits do not include bicycles or walking, which obviously will further decrease private car shares.
I would rather refer to this period of construction as a sort of “purgatory” though it has nothing to do with the cleansing that’s associated with it. There is still the suffering involved while improvements are being implemented. But, most importantly, there is hope at the end of this process. This “hope” is not necessarily the “light at the end of a dark tunnel” kind of thing as surely population and the number of vehicles will surely increase over time even as the transport projects are being implemented. By the time these are completed, there are sure to be more people, more vehicles, as well as more of other developments that will put our transport system to a stress test. We can only hope that the designs of these infrastructure we are building now are based on honest to goodness trip or traffic forecasts. Otherwise, we’ll end up with congested or saturated systems by the time they start operating.
Unfortunately, most projects mentioned and those we know have the green light and would likely be proceeding with construction in the near future are basically road projects. It’s ironic considering that what Metro Manila urgently, and maybe desperately, needs now are public transport systems including the much delayed MRT 7, LRT 2 Extension and LRT 1 Extension. The proposals for Bus Rapid Transit (BRT) seem to be in a limbo, too, despite extensive studies and surveys to support BRT along corridors such as Ortigas Avenue and Circumferential Road 5. These are blamed on institutional and legal impediments including allegations of shortcomings among officials of agencies responsible for these infrastructure.
I am aware of an initiative led by an environmental lawyer seeking to effect the redistribution of road space in favor of public transport users, cyclists and pedestrians. I think such actions are useful from the perspective of getting the attention necessary to push government and private sector players to have a sense of urgency not just in words but also in actions in as far as transport infrastructure programs and projects are concerned. We are already lagging behind our ASEAN neighbors with regards to infrastructure and at this pace, it is likely that less developed countries like Cambodia and Myanmar might just overtake us in the foreseeable future. From another perspective, it is hard to push for sharing the road when people really don’t have better options for commuting. Walking and cycling are not for everyone and many people have turned to the motorcycle to solve their transport woes. In the latter case, motorcycles are perceived as a vehicle that’s fuel efficient and allows the users to zip through congested streets often at high risks of being involved in a crash or spill.
We can only achieve “paradise” in our highly urbanized cities if we build these mass transit systems along with the pedestrian and cycling facilities that will complement each other. Those for whom car travel is a necessity would also benefit from reduced road congestion so it will eventually (hopefully) play out well for most people. Meanwhile, we would have to endure transport and traffic hell (some more and longer than others) as the government and private sector embark on this round of infrastructure projects implementation. It helps to look back at our experiences with the last major batch of projects in the latter part of the 1990’s when the number coding scheme was first implemented. At the time, it was implemented as a temporary measure to alleviate congestion while projects where being implemented. What was a temporary measure is now still being implemented along with a truck ban that has also been evolving the past years with the latest being the one implemented by the City of Manila starting last February 24. Will these vehicle restraint schemes be modified to cope with the traffic congestion expected from projects like the Skyway connector? Will these be relaxed or removed after all these projects have been completed? Your guess is as good as mine.
–
From FX to UV Express – a story of evolution
For those not familiar with its evolution, the UV Express has an interesting history. It started as a contracted taxi service utilizing the new Asian Utility Vehicle (AUV) model released by Toyota that they called the FX (The same model is known as the Kijang in Indonesia.). I can say that I witnessed the birth of FX services in the 1990s when taxis were approached by commuters having common destinations. I was among those who were desperate enough to get home and tired of getting into those long lines of people waiting for jeepneys in Cubao. The lines were not all that bad though as it used to be worse when people had to box out one another to board a jeepney as they arrived near Ali Mall.
Taxis had the advantage of not having fixed routes so they could bypass congested road sections. They could take alternate routes that despite covering longer distances, incurred shorter travel times. Passengers negotiated with the drivers for a common destination and a fare that’s typically higher than what would be charged if the meter was used. I remember that there were times when passengers (like me) negotiated with the driver with the dare to run the meter just to prove that he’d be better off with the money we would be paying rather than wait for regular fares. Of course, this practice of negotiating was illegal as taxis in Metro Manila were metered. But passengers were quick to help out the cabbie in case he gets caught, with everyone claiming that he or she knew the others and that they were traveling as a group. One use of a running meter was that they were a group paying regular fare.
Taxi operators and drivers quickly caught on to the idea and many eventually became enterprising. These were mostly FX drivers who could carry 5 to 7 passengers depending on the seat configuration for the vehicles. Toyota took full advantage of government incentives for AUVs by introducing what was claimed to be 10 seater vehicles, maximizing space at the middle and rear to seat a total of 8 people in addition to 2 in the front. This also translated into a maximization of revenue per load of 10 people and soon, “standard” fares were being established for certain routes like Cubao-Cainta Junction, which I remember cost 20PhP per person regardless of whether you were alighting before Cainta Junction. Eventually, issues were raised regarding their operations as contracted vehicles as they were still classified as metered taxis and should have not refused single or few passengers. There were also issues regarding their competing directly with jeepneys as some FX plied routes similar to jeepneys especially when traffic was more manageable. Eventually, the DOTC and the LTFRB moved to regulate this emergent transport service and formalized (fixed) routes and franchises rather than retain their flexibilities like taxis. In effect they became express shuttle services and fares and rules were also set accordingly, also to protect the interests of the riding public.
Toyota Revo AUV UV Express vehicle plying the Pasig-Ayala Center route
It became known as Garage to Terminal (GT) Express during the last administration. There was a joke then that the term used was according to the nickname of the then Chairman of the LTFRB. It’s name again was changed into Utility Vehicle (UV) Express after the change in administration.
Nissan Urvan van UV Express at the Puregold at the NLEX Valenzuela Exit
UV Express now proliferate around Mega Manila and come in different vehicle types and sizes. Most are AUV’s like the Toyota Revo, Isuzu Crosswind or Mitsubishi Adventure. There are also vans like the Toyota Hi-Ace and Nissan Urvan. But there are also custom made vehicles like those utilizing the Mitsubishi L300 prime mover and fitted with a cab that seats 14 to 16 passengers. The latter types have capacities similar to jeepneys and airconditioning is somewhat weaker compared to the legit AUVs and vans. I think the UV Express vehicles are here to stay and they do serve a certain segment of commuters. However, while I also think their numbers are excessive (and government through the LTFRB needs to address this) there is really not much to argue about if more efficient and higher capacity and good quality transit systems cannot be realized in our cities. People deserve options for commuting and for those taking public transport, these UV Express services provide good quality transport that they are willing to pay for. Many of these services might just meet a natural death or decline once a better transport system is in place along main corridors but that seems a long way off from now given continued failures in mass transit project implementation.
–
Manila’s truck ban experiment
The City of Manila has announced that it will implement a truck ban from February 10, Monday. Trucks of at least 8-wheels and 4,500kg gross weight will not be allowed to travel in Manila’s roads from 5AM to 9PM. Manila’s City Ordinance No. 8336 calls for the daytime truck ban in the city in order to reduce traffic congestion that is perceived to be brought about by trucks. 8-wheelers are likely 3-axle trucks with a 4-wheel, 2-axle prime mover pulling a 1-axle, 4-wheel (double-tired) trailer. I am not aware of the technical basis for the ordinance. Perhaps the city has engaged consultants to help them determine the pros and cons of this daytime truck ban. I hope it is not all qualitative analysis that was applied here as logistics is quite a complicated topic. And such schemes in favor of passenger transport (and against goods movement) actually creates a big problem for commerce due to the challenges of scheduling that they have to deal with. To cope with this ordinance, companies would have to utilize smaller vehicles to transport goods during the daytime. This actually might lead to more vehicles on the streets as companies try to compensate for the capacity of the large trucks that will be banned from traveling during the restricted period by fielding smaller trucks.
Trucks parked along Bonifacio Drive near the DPWH Central Office in Manila’s Port Area.
The latest word is that Manila has postponed implementation of the ordinance to February 24. This was apparently due to the reaction they got from various sectors, especially truckers and logistics companies who would be most affected by the restrictions. It was only natural for them to show their opposition to the scheme. Reactions from the general public, however, indicated that private car users and those taking public transport welcomed the truck ban as they generally stated that they thought trucks were to blame for traffic congestion in Manila. The truck ban will definitely have impacts beyond Manila’s boundaries as freight/goods transport schedules will be affected for the rest of Metro Manila and beyond. The Port of Manila, after all, is critical to logistics for the National Capital Region, and its influence extends to adjacent provinces where industries are located. Such issues on congestion and travel demand management measures focused on trucks bring back talks about easing freight flow to and from the Port of Manila to major ports in Subic and Batangas. There have been studies conducted to assess the decongestion of the Port of Manila as Batangas and Subic are already very accessible with high standard highways connecting to these ports including the SLEX and STAR tollways to Batangas and the NLEX and SCTEX to Subic. Perhaps it would be good to revisit the recommendations of these studies while also balancing the treatment of logistics with efforts necessary to improve public transport. After all, trucks are not all to blame for Manila’s and other cities’ traffic woes as buses are repeatedly being blamed for congestion along EDSA. In truth, there are more cars than the numbers of buses, trucks, jeepneys and UV Express combined. And the only way to reduce private car traffic is to come up with an efficient and safe public transport system. –
On high definition cameras to improve traffic enforcement and management
Watching the news one evening, I saw a report that featured traffic enforcers being caught on camera extorting money from drivers caught violating traffic rules and regulations. Extortion, “kotong” or “pangongotong” is not a new thing. It is actually a given to many motorist, particularly those who spend a lot of time on the road like drivers of public utility vehicles and trucks. In many cases, the enforcer or police officer is already or automatically assumed to be an extortionist even without the subtle suggestions via talk or body language. Motorists simply slip a bill with their license or in the form of a handshake to the apprehending officer. This, of course, translates into bribery, which is also a crime for both parties involved.
Traffic violations carry penalties in the form of fines that vary in amount depending on the violation. Usually, the amount is commensurate to the bribe or the “suggested” amount being extorted by the apprehending enforcer(s). In other cases, a larger amount is “suggested,” often to remind the erring motorist Of course, this assumes that the motorist is indeed guilty or in any case (guilty or not) didn’t want to waste time and opts for the perceived easy way out. However, there have also been cases when corrupt enforcers/officers meet their match in motorists who are aware of their rights and are knowledgable of traffic laws (e.g., lawyers, etc.) or are well-connected and simply show business cards of influential people (e.g., politicians, high government officials, police or military officers, etc.) to get out of a traffic bind. These instances actually reveal that many enforcers/officers are not so familiar with traffic rules and regulations so are unable to justify their apprehensions beyond their very basic knowledge.
The MMDA has made a lot of effort in trying to simplify the process of paying the penalties with the guilty party now being allowed to take the ticket and pay the fine through accredited banks within a certain grace period. Traffic enforcers can no longer take your driver’s license (Note: Only Land Transportation Office officers and deputized personnel may confiscate licenses.) and this eliminated the long lines of drivers at the MMDA offices to get back their confiscated licenses. This has also reduced the incidence of extortion as many private motorists can just opt to have tickets issued to by the apprehending officer. The latter is basically no longer allowed to collect money and contact time is also reduced. There is a grace period for the erring driver so he/she has to pay the fine within this period or else risk being flagged by the LTO itself.
The new camera system that the MMDA has in place is part of Phase 1 of its traffic signalization project. With this project, the MMDA hopes to upgrade the network of traffic signals in Metro Manila and have in place a dynamic, adaptive system to better address traffic circulation in the metropolis. This is actually a departure from a past program that was premised on the continuous traffic flow that was supposedly derived from U-turns masquerading as rotundas or roundabouts. Though the sensors and software for the traffic signal system are not yet in place, the MMDA already has a new traffic control center just across its building at the corner of EDSA and Orense Street in Makati City, from where they can now monitor traffic conditions using high definition cameras installed across the metro.
Davao has been in the forefront of using such high definition cameras for traffic management as well as for monitoring the behavior of traffic enforcers and motorists. Their traffic management center has been operational for the past few years and I’ve had the chance to have a look at how the city is able to monitor traffic conditions in that city. With this tool, they are able to address issues by deploying personnel on sight or by changing the setting of traffic signals. In certain cases, they can watch out for incidents like road crashes or monitor apprehensions to make sure both apprehending personnel and erring motorists are honest and no anomalies are encountered.
Davao’s cameras have been used to monitor not just erring motorists and pedestrians but also erring traffic enforcers and policemen who might be preying on road users. The city has also been able to use their system to record and evaluate incidences of road crashes.
Perhaps in the near future, many other cities would be able to acquire and apply such tools in traffic management. I think the larger and highly urbanized cities in the country already require sophisticated systems for traffic. Unfortunately, there is always the issue of having limited resources, which usually discourages a city from investing in expensive systems, often opting for basic signals for their intersections. Such basic systems, however, can be optimized if city personnel in-charge of these have the knowledge or capability for setting signals to be synchronized with each other. These are fundamentals necessary for whoever will be dealing with traffic engineering and management in these cities. Also, there are now ongoing researches at universities with some now sponsored by the Department of Science and Technology (DOST) through its Philippine Council for Industry, Energy and Emerging technology Research and Development (PCIEERD) seeking to produce traffic systems at lower costs. These should eventually be deployed in our cities to help alleviate traffic problems.
–
Caught (up) in traffic 