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I chanced upon the changing of the shifts for a national high school. This was the time of day when the morning shift students were dismissed (i.e., coming out of school) and the afternoon shift students were coming in.
Students come out of the school to mainly either walk or take public transport (mostly tricycles) to their homes.
Most vehicles give way to people, especially students, crossing the busy street. There are usually traffic aides in the area who help manage traffic and to ensure pedestrians may safely cross or move about.
There are no severe traffic congestion here unlike those generated by many exclusive or private schools. There is actually a private school just beside this public high school that also generates significant private vehicle traffic but somehow manages not to congest this major road that’s part of the L. Sumulong Memorial Circle the way another private school congests Sumulong Highway in the mornings.
Is this simply because of the school being a public school as compared with private schools? Perhaps it is, given the perceived disparity in income classes concerning those going to typical public schools and those going to typical exclusive schools. But income disparity aside, wouldn’t it be possible for most students to just walk or take public transport to school? I actually envy the public school students in the photos above as they can walk to school. And that is because they likely live near the school, which is something that is a desirable situation if public schools are at least at par in quality with the more established private schools (especially the sectarian ones where many parents likely prefer their children to go to). This disparity in quality leads to people residing in relatively long distances away for the preferred schools to travel (often with their private vehicles) to and from the exclusive schools. The point here is that it really is more complicated than what it seems in terms of trip generation.
I read and hear a lot of comments about two particular items: pedestrian overpasses and bike lanes. Most of the comments call for pedestrians and cyclists to have priority over cars and for the latter to give way to pedestrians and cyclists every time. The hardline stance for some is for the pedestrians to be allowed to cross anywhere and for cyclists to be able to bike on any lane they choose to. Of course, the concerns about these are quite obvious and safety still calls for people, no matter what mode they choose, to use the appropriate spaces. What few actually discuss and delve into are design solutions to these problems. Many cite good practices elsewhere but stop at sharing these and not really going into in-depth and constructive discussions on how to implement these good designs here. Most of the time its just “the government must do this” and “the government must do like what (insert city or country) is doing”. Worse are those who tend to simplify it as an “architect vs. civil engineer vs. planner” kind of conflict. Playing the blame game doesn’t get us anywhere if we wanted the planning and design of transportation infrastructure improved.
Cyclists use the overpasses to cross the wide Marcos Highway between Pasig and Marikina. There are only 2 ramps, one each on either side of the highway and it partly occupies the sidewalk beneath. Could there be a better design for such overpasses?
Motorcycles using the bike lanes along Ortigas Avenue. How do we make sure that spaces are utilised according to their intended users? How do we design these spaces to include elements that will deter such incursions?
There are many references out there showing us what good design should be from the technical and social perspectives. Surely these can be taken up not only at the workplace for architects, engineers and planners but in schools where such principles are supposed to be learned and inculcated into the minds of future architects, engineers and planners.
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:
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:
Here’s a slightly updated slide on the future image for a large city in the Philippines:
It’s a Sunday and the sun is up after days of rain so it would be a good time to be outdoors. Here is a nice article for the fitness buffs out there. Many of us have sedentary lifestyles and this has come as no surprise with the how we work and study as well as the influence of tech in our everyday activities. Even as I write this, I am sitting in front of my desk and have only my fingers and hands working. The rest of me is inactive except perhaps my senses and my brain. 🙂
Merle, A. (2018) “The Healthiest People in the World Don’t Go to the Gym,” medium.com, https://medium.com/s/story/the-healthiest-people-in-the-world-dont-go-to-the-gym-d3eb6bb1e7d0 [Last accessed: 8/1/2018].
I miss the times when I was living in Japan and when we were living in Singapore mainly because I was able to have a more active lifestyle in the cities where I lived. I walked and biked a lot when I was in Yokohama, Tokyo and Saitama, and later walked a lot around Singapore. I/we didn’t need a car as the public transportation was excellent and so were the pedestrian infrastructure. I recall walking between our laboratory at Yokohama National University and the dormitory, and later the Sotetsu Line Kami-Hoshikawa Station almost everyday. And then climbing up and down the hills of Yamate on Sundays. I can walk around Tokyo on my own and finding my way through shopping streets especially in Akihabara and Ueno. Of course, my favourite places would always include Kamakura, which can be reached via a train ride from Yokohama Station. The wife and I loved walking around Singapore and exploring places on foot. Indeed, you can be healthy and have a workout everyday without being too conscious about it!
My students have been engaged in studies on walkability (and related topics) the past few years. These have been a mix of published and unpublished work that I have compiled at list below:
- Capalar, M.A.M. and Garma, F.A.A. (2018) Assessment of Walkability Along Taft Avenue, Unpublished Research Report, Institute of Civil Engineering, University of the Philippines, Diliman
- Pajarin, J.B., Soriano, C.M. and Regidor, J.R.F. (2017) Assessment of Mobility of Persons with Disabilities (PWDs) in Cainta, Rizal, Unpublished Research Report, Institute of Civil Engineering, University of the Philippines, Diliman.
- Cortez, E.H.D. and Razon, J.V.DV. (2017) Assessment of Walkability Along Katipunan Avenue, Unpublished Research Report, Institute of Civil Engineering, University of the Philippines, Diliman.
- Marcelo, K.R.S. and Salvador, J.P.B. (2015) Assessment of Pedestrian Facilities Along Marcos Highway, Unpublished Research Report, Institute of Civil Engineering, University of the Philippines, Diliman.
• Pajarin, J.B., Soriano, C.M. and Regidor, J.R.F. (2018) “Assessment of Mobility of Persons with Disabilities (PWDs) in Cainta, Rizal,” Philippines Transportation Journal, Vol. 1, No. 1, pp. 60-80.
• Pajarin, J.B., Soriano, C.M. and Regidor, J.R.F. (2017) “Assessment of Mobility of Persons with Disabilities (PWDs) in Cainta, Rizal,” Proceedings of the 24th Annual Conference of the Transportation Science Society of the Philippines, Quezon City, July 21, 2017.
• Regidor, J.R.F., Marcelo, K.R.S. and Salvador, J.P.B. (2016) “Assessment of Pedestrian Facilities Along Marcos Highway,” Proceedings of the DPWH Research Symposium 2016, Quezon City, September 2016.
Here’s a paper based on a comprehensive study our centre conducted for the City of Olongapo in the Province of Zambales:
• Palmiano, H.S.O., Javier, S.F.D. and Regidor, J.R.F. (2015) “An Assessment of Walkability in a Medium-Sized Philippine City,” Proceedings of the Eastern Asia Society for Transportation Studies, Vol. 10, December 2015.
We hope to continue such studies with future advisees who perhaps can tackle other corridors or even areas. Among those on my Wishlist would be Espana Avenue, Ortigas Avenue, Intramuros, Recto Avenue, and even EDSA or Circumferential Road 5.
These days when there are heavy rains and the threat of flooding, the Marikina river and its riverbanks come to mind. In the Santolan area, where a former Mayor of Marikina has invested a lot in developing a bus terminal, he seems to be stretching it in terms of trying to make the area a major intermodal terminal and maximising utility of the land. The latest venture is described by the sign below:
“Park and ride” sign along the Marcos Highway Bridge crossing the Marikina River
A closer look at the sign shows what’s written at the lower part. That is, that the parking spaces are “walking distance” from the Line 2 Santolan Station. I’m not sure if they measured the actual walking distance and what it would take to walk that distance between this parking area for the “park and ride” and the Line 2 Santolan Station. A quick measurement using Google Maps indicate that the distance between these two are more than 400m, and this is not an ‘easy’ walk considering that you would have to ascend from or descend to the riverbanks level and there is no shelter from the elements for what would be regular walks if one is to commit to this “park and ride” arrangement. If I were to walk such a distance, then I would likely choose to park at the mall and use the long footbridge connecting it to the station.
I still maintain that the best location for a “park and ride” would be one near the station similar to the Trinoma mall parking lot being practically adjacent to the Line 3 North EDSA station. And that is what LGUs, the railway authorities or the private sector should look into for projects like the Line 2 Extension and Line 7. The area around the future Line 2 Masinag Station presents a lot of possibilities in terms of parking facilities including perhaps a redevelopment of the existing SM City Masinag to be integrated with the station. As for Line 7, the areas around another SM City (Fairview) also presents opportunities for “park and ride” facilities.
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.