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Transport gaps
I first learned about the concept back in the 1990’s when I was a graduate student at UP majoring in transportation engineering. The concept on transport gaps was first mentioned in a lecture by a visiting Japanese professor as he was discussing about transport modes, particularly on which was suitable or preferable over certain travel distances and which could carry more passengers. Another time later and while in Japan, I heard about the concept during a presentation of a friend of his technical paper on public transport.
The figure below is one of many possible illustrations of the concept of transport gaps. In the figure, a distinction is made for mass transport and individual transport. As the original figure is likely taken from a textbook or a paper (probably from Japan), shown with a white background are the more conventional modes of transport including subways, urban and suburban railways, walking and a mention of the shinkansen (more popularly known as the bullet train). With a gray background in the original figure is a category on new urban transit systems that include monorails, AGTs and LRTs. If we attempt to qualify local transport modes such as jeepneys, UV Express, tricycles and pedicabs into the graph, the outcome can be like what is illustrated with different color backgrounds in the figure below.
The concept of transport gaps allow us to visualize which modes are suitable for certain conditions where other established modes of transport may not be available or viable. In the original figure, the gap in Japan is filled by new urban transit systems. In our case, gaps are filled by so-called indigenous transport modes such as jeepneys, multicabs, tricycles, pedicabs and even habal-habal (motorcycle taxis).
There are gaps in the Philippine case probably and partly because of the slow development of public transport systems such as the mass transport modes shown in the preceding figure. There was a significant gap right after World War 2 when the tranvia and other railways were destroyed during the war. That gap was filled by the jeepney. There was also a gap in the early 1990’s that was eventually filled by FX taxis. Such gaps can obviously be filled by more efficient modes of transport but intervention by regulating agencies would be required and rationalizing transport services can only be addressed with the provision of mass transport options complemented by facilities for walking and cycling that will complement these modes.
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Informal transport in Metro Manila: Quezon City
Passing along East Avenue in Quezon City one morning, I couldn’t help but notice the pedicabs (non-motorized 3-wheelers) lined up near the junction from Agham Road in what is just one of the so many informal transport terminals in this city. The motorized tricycle in the photo below is just a bonus but also notable as they weren’t supposed to be running along national roads like East Avenue. They are well within the sight of the Land Transportation Office (LTO) and the Land Transportation Franchising and Regulatory Board (LTFRB) – two agencies charged with vehicle regulation though these 3-wheeled public transport modes are technically not under the LTFRB and LTO has no jurisdiction over NMTs. I suppose that the local government is well aware of their existence as their operations are legitimized through local regulations.
Tricycles and pedicabs at the junction of East Avenue and Agham Road
The proliferation of these modes and particularly the non-motorized 3-wheelers are due to the toleration if not encouragement from the local government. These are examples of “accommodations” and tolerance due to these being a source of livelihood for many informal settlers who typically operate these vehicles. In the case of the scene in the photo above, there is the proliferation (and over-supply) of these 3-wheelers whose drivers and operators make a living out of people not willing to walk because of poor facilities or perhaps out of sheer “katamaran.” In many cases, operators and drivers are residents of informal settlements such as those along Agham Road. God forbid that some of these are unlawful people who take advantage of passengers including unsuspecting or absent-minded students and office workers.
Are these forms of transport suitable for this setting? Are they safe forms of transport? Shouldn’t there be a drive to have better pedestrian facilities and more “formal” transport services for a city’s constituents? These are persistent questions that theoretically have answers in terms of good practices found elsewhere. However, in many Philippine cases solutions are dependent on how progressive and serious LGUs are with dealing with these issues. Success is dependent on the initiatives of the LGUs who are in the front lines when addressing concerns on local public transport.
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Mobility for all?
We chanced upon the fellow shown driving an electric vehicle below with what was apparently his wheelchair mounted behind the vehicle. And then I remembered seeing other people in wheelchairs traveling along the traffic lanes of similar streets, and exposed to the high risks of being sideswiped or bumped by motor vehicles. These and other persons with disabilities (PWDs) are among what we usually categorize as transportation poor or those who are marginalized when traveling. Marginalization comes in many forms including the lack of or inadequate infrastructure and facilities for PWDs. Sidewalks are usually narrow, making it difficult even for able people to use, and definitely inaccessible to persons needing the space to move about.
I remember that Tahanang Walang Hagdanan (translated Home without stairs or steps) is located in Cainta, Rizal. We used to see PWDs on their wheelchairs traveling along Bonifacio Avenue in the poblacion to go to church on Sundays. Often, jeepneys, buses and cars come very close to them that you might wince at the near misses of what could easily be a tragedy just waiting to happen given the odd mix of people on wheelchairs mixed with motorized traffic along the carriageway. The local government should have exerted more efforts to put up facilities adequate for the needs of pedestrians in general and PWDs in particular; the latter considering the significant number of constituents requiring such facilities. On a map, you can even see that Tahanang Walang Hagdanan is just beside the Cainta Local Government Complex. I believe the provision of basic facilities to enhance the safety and mobility of PWDs is just one example of what a city or town should be doing towards realizing inclusive transport or inclusive mobility at their level. It would definitely go far in promoting people friendly, sustainable transport for all.
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Suitability of public NMT in the city?
Paratransit systems are a common thing all around the Philippines. Some have been part of the mainstream that to call them paratransit seems inappropriate. Among the most dominant modes of transport in the country are the jeepneys and motor tricycles that serve short to very long routes in many areas in the country including the National Capital Region. There is also the so-called kuliglig in the City of Manila that is a 3-wheeler comprised of a bicycle and a side car. The bicycle is motorized, using a small motor much like the one used by pumpboats or bancas. These are very much the same as the “tricyboats” of Davao City and other parts of Mindanao and the Visayas. The “original” kuliglig may be found in rural areas and these are basically farm tractors pulling carts that may be used to transport people or goods (e.g., farm products, raw materials, etc.).
When the term “non-motorized transport” or NMT is mentioned, the first things that come to mind are probably bicycles and walking. There are other NMT modes around including animal drawn vehicles and pedicabs. Perhaps the most well-known animal drawn vehicles in the Philippines are the calesas and caretelas, which are pulled by horses. Pedicabs are 3-wheeled vehicles consisting of a bicycle and a side car. These are quite popular in residential areas particularly in residential subdivisions or villages where tricycles have been prohibited or restricted due to their noise and emissions.
Pedicabs, however, have become an attractive means of livelihood for people who have less options for employment (i.e., many drivers have no qualifications to apply for more formal jobs). As such, one will find them proliferating where there is a perceived demand for them; including urban streets where they serve as feeder services quite similar to those offered by their motorized counterparts. While tolerated along minor streets, many have tested the waters and the limits of regulations by taking major roads. The following photos show such examples where pedicabs are seen operating along major roads.
NMT along national roads – pedicab at the intersection of Quezon Avenue and Agham Road
Informal terminal for informal transport – pedicab queue along the Quezon Ave. service road
Cause of congestion? – pedicab (and tricycle) operating along the bus lanes of EDSA in Pasay City. Such situations expose drivers and their passengers to risks of being hit by larger motorized vehicles such as buses and trucks.
Over-reaching? – pedicabs defy regulations against them using national roads and particularly major ones like EDSA.
There is the persistent challenge of how to rationalize public transportation in many Philippines cities. In fact, there are cities that have embraced paratransit modes as part of their character and thus seem unlikely to upgrade or phase out such transport modes from roads or routes that require higher capacity vehicles to deliver higher levels of service. For one, there are socio-economic and political factors that have to be considered in any initiative focusing on these modes of transport. Many are already organized or members of organizations such as tricycle operators and drivers associations (TODA) and jeepney operators and drivers associations (JODA). These have become quite influential over the years and have even participated in elections as party list groups while also exerting pressure on government agencies when issues like fuel price increases and fare setting are in the spotlight.
Many public NMTs are not as organized or empowered as their motorized counterparts. However, many are connected with groups such as those of the urban poor and NGOs taking their side when issues are raised regarding their operations. Perhaps these NGOs should take a closer look at public transport as not just a source of livelihood considering the responsibilities that come with providing such services. And perhaps they should also busy themselves with helping people learning skills that will not commit them and their descendants to being jeepney, tricycle or pedicab drivers.
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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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Marcos Highway Bikeways and Walkways
I have written about the need for pedestrian facilities in previous posts. These include walking as a mode of transport, walkability in the Philippines, and even some personal experiences. There is no doubt about how important pedestrian and bicycle facilities are in order to promote walking and cycling as environment-friendly, healthy, and therefore sustainable modes of transport. Cities and towns where people walk and cycle are among the most healthy and perhaps vibrant places in the world. Walking outdoors, in fact, should be promoted if not encouraged (i.e., its difficult to encourage if there are no facilities, and health and safety are concerns) in cities where tourism is also being promoted as it can be used as an indicator for how easy it is to go around the city or town and perhaps how clean the air is in the area.
Following are a few photos I managed to take along Marcos Highway that show the newly designated bikeways apportioned from the sidewalk that was constructed along with the rehabilitated carriageway. There are bikeways on both sides of the highway as what used to be the open channel drainage was replaced by culverts and the sidewalks where built on top. In order to enhance the safety of pedestrians and cyclists, concrete barriers were placed along the road margins just above the curbs. The barriers actually work in another way, preventing or discouraging pedestrians or cyclists from wandering into the traffic lanes of this busy thoroughfare.
The white line delineates the bikeway, which is the lane along the curb, from the pedestrian walkway that is on the inner side of the path. This can be a bit confusing and creates conflicts between pedestrians and cyclists as the parts of the roadside are also designated as bus/jeepney stops.
Obstructions? – the bikelane runs smack into the staircase of the pedestrian overpass while the pedestrian path leads to electric posts. Such are issues that are also present along the more established bikeways of Marikina City.
Too many signs? – from this view, there seems to be a lot of signs along the bikeway, appropriate perhaps in order to inform motorists, pedestrians and cyclists about the facilities. The signs are also useful for enforcement as Marikina City, for example, is strictly enforcing its policies against parking and other obstructions along the bikeway. Unfortunately, Pasig, Cainta and Antipolo are lax in their responsibilities to clear the bike and pedestrian paths from obstructions.
Which direction? – the bike path markings state the direction for flow. Such is at best a suggestion as it is quite difficult to enforce one way flow for cycling. It must be made clear that the bikeway is mainly for commuting or utilitarian rather than for recreational or sporting purposes. Speeds should be slow enough for cyclists and pedestrians to co-exist and perhaps share space for two-way flow.
All clear – the bike path is good enough even despite it going along so many driveways due to the nature of the developments along Marcos Highway. The bike path in front of the Metro East mall can be filled with commuters waiting to catch a ride and won’t be passable to cyclists especially during the afternoon to evening.
Unfortunately, crossing the highway is another challenge for cyclists as the steps for most overpasses along Marcos Highway are quite steep. There are at least 3 that were designed to have ramps (the Imelda Ave/A. Tuazon, Dela Paz and Ligaya overpasses have ramps) for bicycles and wheelchair access).
Establishments along highway can pitch in by ensuring the bike and pedestrian paths are clear of obstructions including parked vehicles. Incidentally, there is one gas station along Marcos Highway that is also a depot for taxis where the latter seem to always occupy the sidewalks. I have seen Marikina staff flagging them for disrespecting the right of way of pedestrians and cyclists but they seem to have some difficulty in clearing the area of parked vehicles. (Note: The Dela Paz pedestrian overpass is visible downstream.)
The pedestrian and bicycle facilities along Marcos Highway will certainly go a long way in promoting walking and cycling. At both ends of the highway though, at the Masinag junction at the eastern end and Santolan in the west, there are issues pertaining to continuity as both bikeways and walkaways disappear and pedestrians and cyclist would suddenly have to contend with mixing it up with motor vehicles along the carriageway should they want to continue in their travel. This issue of continuity should be addressed both by policy and the provision of suitable facilities for cycling and walking.
Perhaps something to think about is the realization of a link between the Marikina Bikeways, the Marcos Highway bike paths and UP Diliman’s bicycle lane along its academic oval via Aurora Boulevard and Katipunan. This can eventually be linked to the wide sidewalks along Commonwealth Avenue that can also be apportioned for pedestrians and cyclists. Perhaps such an integrated network covering parts of Quezon City, Marikina City, Pasig City, Cainta and Antipolo City can be realized quickly with enough effort from the respective local governments and maybe with a little help from the private sector including schools and commercial establishments along the network.
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San Fernando, Pampanga Poblacion
I had the opportunity to do a project in San Fernando, Pampanga and went around the poblacion taking photos showing transport and traffic conditions in the old city center. To many travelers, perhaps the San Fernando they know is associated with what they see along the Gapan-San Fernando-Olongapo Road (also known as Jose Abad Santos Ave along this stretch in the city) after exiting the NLEX. There is much commercial development along the stretch of the highway between NLEX and McArthur Highway and of course, around the exit itself as mall giants SM and Robinsons have branches there. The “real” San Fernando is located only a few kilometers south from GSO via McArthur and the poblacion reveals a lot about the heritage or old character of the city and perhaps its potential for restoration as an example of urban development during the Spanish times.
Following are a collection of photographs from field work that we did in the city. We took a walk around the principal roads including McArthur, Tiomico, Consunji, Gen. Hizon., Abad Santos and Limjoco. Tiomico eventually becomes the Capitol Blvd. as it leads to the provincial capitol complex while Consunji becomes Sto. Nino Viejo when traversed westbound. The latter becomes Lazatin Blvd, which crosses GSO towards the north. Gen. Hizon appears to be the original alignment of the Manila North Road (McArthur), which passed through the heart of the city. Sometime in the not so distant past, a bypass road was constructed as traffic became constricted in the poblacion and many travelers not bound for San Fernando were inconvenienced by the congestion. This is clear from the maps of the area.
Poblacion preview – The San Fernando cathedral as seen from the approach of the bridge along Gen. Hizon Ave. The bridge itself appears to be an old one. It is a two-lane structure and its lamp posts reminded me of a similar bridge in Melaka, Malaysia I saw only this year.
The cathedral as seen from the bridge – the junction immediately after the bridge is Gen. Hizon’s intersection with Consunji Ave. The latter is one way eastbound so left turns are prohibited at the junction. Vehicles may go through towards Tiomico (the next junction right after the cathedral) or right where travelers will immediately see city hall on the right side of the road and just across from the cathedral; the typical set-up of most old towns in the Philippines.
Gen. Hizon Ave. towards Tiomico – the commercial establishments around the cathedral are very similar to those you would in many other old cities and towns around the country. Pedestrians are supposed to take the arcade sidewalks just in front of the ground floors of the buildings on the left and underneath their second floors. These seem to be blocked by merchandise or stalls so some pedestrians take the street instead. The photo also shows typical on-street parking in the poblacion.
Pedestrian flow – the photo shows pedestrians crossing Gen. Hizon from the commercial establishments on the left towards the cathedral. The photo also shows people using the walkways integrated with the buildings (arcade), providing shelters against the elements, in this case the scorching sun.
Rotonda? – at what seems to be the end of Gen. Hizon is a curious set-up which functions as a rotonda. Tiomico is also a one way street (westbound) and there is another intersection just ahead in the photo after turning right from Gen. Hizon.
Off-set intersection – Gen. Hizon actually continues as B. Mendoza Ave. (which eventually leads to a junction with McArthur to the north) from the junction that is identified by the 7-Eleven on one of its corners that is visible in the photo. The public market is just across from the building housing the convenience store.
City hall – the building is just across from the cathedral and the parking problems in the city are clear from this photo alone. City halls generate a lot of traffic due to the transactions, meetings and other activities associated with the institution. On weekdays, most parking in front of the building and across at the cathedral are probably by people with business at city hall. During Sundays, parking would be for church-goers.
Walkways – the arcade/pedestrian walkways I were referring to earlier are much like the one shown in the left of the photo in front of a shoe store. The set-up allows for pedestrians to be shielded from the elements as they should be able to walk comfortably without getting wet during the rainy season or exposed directly to the sun during the summer. The street on the right is Consunji and leads to the public market, part of which is just behind the yellow building.
Jose Abad Santos Street – the stretch was closed to motor vehicles at the time we walked around the poblacion. There was a sports event at the time and the street was being used for races – note the writing along the zebra crossing indicating the starting line for the race.
Consunji by the market – the one-way street is lined with commercial establishments and part of the street is used as parking, a common problem in other poblacions in similar cities.
Prohibition? – this is Tiomico Street in the public market area. The sign on the lower left says 3-wheelers are not allowed along this stretch of the street and yet we found most of the vehicles to be exactly what is supposed to be prohibited – tricycles and pedicabs. The stretch could have been nice if it were developed into a pedestrian street instead with limited access to motor vehicles (perhaps for deliveries only?) much like those market streets in Japan.
Typical mayhem – further down the street is a mix of people, bicycles, pedicabs, tricycles, and other motor vehicles. There’s potential here for re-development or transformation that would enable the revival of this commercial district that includes the public market.
Blast from the past – aside from the typical tricycles and pedicabs providing for local public transport, we were a bit surprised that there were still calesas, or two-wheelers pulled by horses. At the time (2010), the kutseros or drivers charged PhP 10 to 20 (about 20 to 50 US cents) per passenger depending on the destination. These calesas are all registered with the local government, and they have license plates indicating their registration.
Queue – most of the horses pulling the calesas looked healthy enough and well-cared for. The kutseros were kind enough to answer our inquiries about their operations. I think the city should carefully consider how to take advantage of its heritage/character to promote sustainable transport including walking, NMT and the calesas for moving around the poblacion and its immediate environs.
Two-seaters – the passenger capacity for the calesas is two. To address the poop issue, there is a contraption just behind the horse and hanging under the carriage that catches dung and prevents it from being spilled unto the roads. I assume these are disposed of properly.
Alternative design – the pedicabs in San Fernando are different from the conventional ones we see in other cities or towns. Noticeable from the photo is that this is not your regular bicycle with a sidecar set-up. These are fabricated 3-wheelers that seem to be sleeker if not more stable than the usual pedicabs we’ve seen.
Tiomico Street – just after Gen. Hizon, one gets an idea of the challenges for transport and traffic in San Fernando. The one-way street has no pavement markings, obstructed signs (if any at all), no pedestrian sidewalks and vehicles each doing their own thing along the road (e.g., motorcycle zigzagging through traffic, jeepneys stopping anywhere, etc.).
Walkability – people generally walk along the carriageway, as shown in the photo, due to a lack of proper facilities like sidewalks. Though there are remnants of zebra crossings, people also generally cross anywhere and so contribute to the mayhem along the streets. There was a proposal for a pedestrian overpass but such is so inappropriate given the narrow streets. No one will use such an overpass as it would be more an inconvenience to pedestrians. A more appropriate treatment would probably be traffic calming or other approaches that would prioritize pedestrians over motor vehicles in the poblacion area. The lot where jeepney terminal mentioned on the left side of the photo is now an SM mall.
Hazards – the relocation of electric poles seem to have been an afterthought when they re-paved Tiomico. These are not easily seen at night and could lead to crashes should vehicles miscalculate their locations. The road drainage may be found beneath concrete covers on either side of the road such as those along which the people in the photo are walking over. These are supposed to be easier to maintain as crews can just lift the covers to remove blocks such as garbage.
Traffic mix – I like this photo because it shows almost all modes of transport operating in the poblacion: calesas, pedicabs, bicycles, motorcycles, and jeepneys. Its a good thing trucks are banned from using these roads. Otherwise, traffic would be worse.
Junction – approach to the junction of Tiomico, Lazatin Street (left) and Capitol Boulevard (right). There were no signs to indicate the approach to the intersection as well as for traffic control (e.g., stop or yield signs). There are also no pavement markings.
Capitol – the photo shows vehicles approaching from Capitol Boulevard, which comprise generous (wide) two lanes. Sidewalks were on either side of the boulevard except where there were driveways and parking spaces.
Junction – approach to the junction of Lazatin St., Consunji Street (left) and Sto. Nino Viejo Road (right). Again, there are no signs and pavement markings are already weathered.
Old bridge – there is a short, old bridge just after the junction. The bridge is over a creek connecting to the main river and has 4 lamp posts that are similar to the main bridge along Gen. Hizon, and perhaps the inspiration for the lamp posts along Consunji Street.
Consunji Street – is also a two-lane, one way street. Some sections have pedestrian facilities like the sidewalk on the left. The pavement markings were already weathered but still visible during the daytime. There are also less electric poles along this street and the lamp posts are appropriate in design.
Heritage House – the structure on the left is an ancestral house, of which there are many in the province of Pampanga and especially around San Fernando, which is one of the oldest towns in the province.
Recognition – the marker by the National Historical Institute recognizes the structure as a Heritage House. The smaller plaque provides a description of the house and those who lived or used it, highlighting its significance. There are other heritage houses as well as old houses that have not been given such a distinction (family not prominent enough?) but which deserve preservation.
Future and present site – this lot was being used by jeepneys as their terminal at the time of our field work. The lot is bounded by Tiomico St. in the northwest and Consunji St. in the southeast, and is where the recently opened SM City San Fernando is situated.
Approach from Consunji – there are no pavement markings (yellow box) defining the intersection and no signs to help in traffic control.
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Scenes along EDSA
The following photos are just takes on EDSA during one of those trips from a meeting to go back to the university. The pictures show what we encounter everyday along what may be the busiest thoroughfare in the country. Of course, it goes without saying that similar scenes are also observed along other roads including expressways.
Visual noise – the billboards along EDSA remain to be a source of “visual noise” as some architects and planners refer to their proliferation. There are a huge concentration of these billboards in the Guadalupe area including LED screens that literally light up the road. Not a few people including MMDA Chairs have called for the removal of the billboards or at least regulating their content. With summer approaching fast, the models might have lesser clothing on them and become more of distractions for motorists and riders.
Motorcycle lane – the imposition/implementation of motorcycle lanes along EDSA has received mixed feedback from various sectors. Unlike Commonwealth, EDSA’s traffic is significantly higher and the latter has less lanes and so during peak periods, there is no choice for motorists but to use the motorcycle AND bus lanes. The result is a chaotic mix of vehicles jostling for road space especially along areas where bus stops are located.
NMT lane-splitting – I was fortunate to be able to capture this scene where a man on bicycle splits the lane along EDSA. The lane here is actually part of the 2 outermost lanes designated for buses (yellow lanes). However, in the vicinity of intersections, private vehicles are tolerated to use the lanes as the turn into or off from EDSA. I don’t think there is good data on how many bicycles travel along EDSA (or sections of the highway) everyday. This would be an interesting statistic that could enable us to determine the demand for cycling along this highway.
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Pedestrianizing Session Road
When visiting Baguio City, one should never fail to go to Session Road whether to have a meal or just to take walk along the street. It is perhaps the city’s most famous street and a landmark itself where it used to be that a lot about Baguio is going about along Session Road. Here you will find shops, restaurants, bars and other establishments. Since my first time to go to Baguio in 1995, I have seen the city become more crowded and Session Road become more congested. There have been proposals for the street to be pedestrianized but I am unaware of any detailed study concerning pedestrianization and its implications on traffic and commerce in the area. This, I think, should now be among the things Baguio City should look into with more urgency and perhaps a study can be initiated among the universities there, together with the local chapters of planning, architecture and civil engineering societies.
The following article is from the Business Mirror entitled Road Revolution, which appeared in the newspaper’s February 4, 2012 issue:
BAGUIO CITY—Architect Joseph Alabanza keeps a long-held dream: to see Session Road pedestrianized.
As early as 1972, when Alabanza, former head of National Economic and Development Authoriy-Cordillera Administrative Region (Neda-CAR) was head of the city planning office, policies then had pointed out strongly that something had to be done about Session Road as it was predicted to soon become polluted and congested, and lose it aesthetic heritage, being at the heart of the city’s central business district.
A scene that is exactly what Session Road has become.
Then there were not too many cars and the population was much lower than the almost 400,000 mark today, and there was a lack of urgency to control the traffic situation in the city.
In more recent years, as lecturer and consultant of the architecture department of the St. Louis University, his class drafted, as their theses, a layout plan for the streets of the city. The central blueprint was that of Session Road pedestrianized.
Some consultations were made, but this was strongly opposed by business establishments around.
The yearly “Session Road in Bloom,” a market event for Panagbenga (meaning a season of blooming in the Igorot Kankanaey dialect) on Session Road, which stayed closed for a week, was used as a vehicle to test the plan. But it proved to be too hectic and the pedestrian is too heavy to be desirable for a longer period of time.
Even if it seemed that Alabanza’s dream was far from becoming a reality, the glimmer of hope remains as he continuously lamented the continuing deterioration of Session Road—the heavy pollution, the unkempt façades, the heavy traffic, crimes, the insane cat-and-dog chase of the police with sidewalk vendors. Life in the heart of the city was in shambles, but business thrived as usual.
Road Revo
THEN a group of environmental advocates heard of this dream. Something that was a success in Cebu. They came to tell the people of Baguio about their winning game plan in a forum on January 27.
It is called Road Revo—a revolution to change the way people think about the way they transport themselves.
Road Revo is a concept developed by lawyer and environmental activist, Antonio Oposa, a 2009 Ramon Magsaysay awardee in environment.
“We cannot have a Hollywood kind of transportation system, one of individual and expensive mobility. They have eight-lane highways and their roads are like moving parking lots,” he said.
Our insistence at individual mobility has resulted in serious collective mobility, he said.
“Kanya-kanyang galaw kaya lahat di makagalaw [Everybody wants his own way to move that’s why all could not move],” he said, referring to the traffic congestion that has also resulted in serious air and noise pollution.
The road is supposed to be for everyone, that is why Road Revo is for making road use fair. This would mean a turn-around in priorities.
“There’s a need to change mindsets. Road use and policies must have a bias for people, not for cars,” he said.
A World Bank study shows that only 300 out of a thousand own a car in the country. Oposa pointed out that only 3 percent own cars, and they occupy 97 percent of the road, while showing an image of a street jammed with cars in chaos, while people walked on narrow sidewalks.
He said Executive Order 774 specifically cites the new paradigm that the movement of men and cars must follow the principle that “those who have less in wheels must have more in roads,” and that the system must favor nonmotorized transportation and collective transportation.
EO 774 also ordered the Department of Transportation and Communications and the Department of Public Works and Highways to follow the same principle in transforming the road system.
Oposa said that ideally a good public transport system provides 30 percent for all-weather walkways, 30 percent for bicycle lanes, and 30 percent for a greenbelt and what remains would be for cars.
EO 774 also directs all public open spaces along sidewalks and roads no longer needed to be devoted to urban agriculture, something that has been done in Cebu.
“If we could do it in Cebu, so can you,” Oposa said.
Alabanza said that the city has lost its sense of space, referring to walking and open spaces.
“People used to have a sense of belonging here. Now we feel like strangers in our own place,” he said.
Session Road closed: Music, dining on road, sidewalks
AS an experiment, one side of Session Road was closed from 3 p.m. to midnight the day Oposa and his group of environmental activists were in the city on January 27.
And it did happen. Families dined on tables set on the road and sidewalks. Young people were seen just hanging out with one another. Lovers strolled leisurely. Musicians and poets drew a crowd as they beat on their percussions and read poems. Passersby even stopped to do a few dance steps.
For those few hours, the spirit of community was palpable, one of the aims for pedestrianizing Session Road.
Alabanza said that minimizing pollution was one of the first objectives of the proposed road closure as Session Road has become but a passageway for cars and people between the market and the SM Mall on opposite ends. The safety of pedestrians is also compromised as the sidewalks have become too narrow for the crowd who had to walk on parts of the road.
Oposa showed some examples of the ingenious Filipinos’ inventions of environment-friendly modes of transportation. There is the blueprint for a rail bus. There is already a carousel where people pedal to make it run. There is the idea of giving discounts to volunteers who pedal trolleys on train rails. A prototype for a wind-powered bamboo train is on the works, which can run both with an electric motor or the option for pedaling.
“We are a unique place and we cannot but just copy the transportation systems and models of other places,” Alabanza said. The transportation crisis can give rise to opportunities, something that will serve the city well, he said.
Change attitudes
OPOSA pointed out that the world is now experiencing so much disasters because of climate change and it becomes everybody’s responsibility to change attitudes about transportation systems, as this is the sector that emits one of the highest volume of carbon dioxide to the atmosphere.
He reminded that people need to think out of the box and to get out from the inertia of collective insanity, of doing the same thing because everybody else is doing it, no matter how senseless it has become. To illustrate, he said that the bicycle runs on fat and saves you money, while the car runs on money and makes you fat. But all the cars suffering the cost of insurance, stress and productivity lost to traffic jams, loss of a healthier lifestyle indicate that habits are hard to break.
Road Revo will help decrease man’s dependence on oil, restore sense of community, reduce criminality as this allows visibility of one another and, most of all, give people a sense of belonging and owning the space which is a secret tip to keeping it clean.
Oposa is on a nationwide campaign to promote Road Revo. Pasig City opened a road for a day on July 8 last year and Ongpin Street in Binondo became a festival road for the Chinese New Year celebration. After Baguio, Oposa will do the rounds in Subic, Dumaguete, Marikina, Davao and Puerto Princesa.
Alabanza’s dream may not even happen in his lifetime, but the wisdom of keeping the air clean, of enlivening the spirit of community and giving importance to people rather than cars has been sown in the few hours of not closing Session Road but opening it for people.
Perhaps pedestrianization will be more beneficial to the stakeholders of Session Road. It would not be an easy task to convince people that a car-free session road will be the way to go. There probably would also be other options, even a middle ground between status quo and pedestrianization. But doing nothing and letting Session deteriorate further is surely unacceptable to most people.
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No Car? No Problem!
It’s been months now since I’ve had a car. Lost old reliable to Ondoy last year and decided to commute part-time (I still drive when I’m with the wife.) to work. Sometimes, I am able to get a ride from officemates to our subdivision’s gate but that doesn’t happen often considering my work hours.
One night, I decided to walk home from SM Marikina partly out of necessity and partly out of choice. Of course, it can be argued that I made the choice out of necessity or that it was a necessary choice given the circumstances but these are just semantics. The choice to walk and the choice to commute is something that was essential to re-establish a routine I came to know and appreciate when I was still a student both here and in Japan – but mostly in Japan where I lived for some time.
I used to walk a lot during my stays in Japan. It’s always a delight to take long walks as long as the environment is conducive. I started walking when I stayed in the University dormitory that was a kilometer away from my laboratory. I also walked when I got off the train station to get to the church. This was no easy task considering that Sacred Heart in Yamate was located atop a hill. I could tell then that I was healthy as I didn’t have to make stops as I negotiated the steps to the cathedral.
When I transferred to an apartment (or mansion as the Japanese called it), I walked more from the nearest train station to my laboratory. Again, since the university was essentially on top of a mountain, the walk to school was a workout of sorts. I usually covered the distance without any stops but aided apparently by a piece or two of candy that I consumed while trekking. At times, the candies would be replaced by cold drinks during the summer and hot chocolate during the winter. I remember the hot can turning cold even before I reached the comfortable warmth of my laboratory. Of course, the walks back to my homes away from home was always the easier, mainly downhill and usually with the company of friends who were similarly heading home and using the same train station.
I enjoyed my walks in Japan mainly because the environment was conducive to walking (and commuting). The design of the steps, the pedestrian crossing facilities and the sidewalks, not to mention the driver discipline and courtesy in that country allowed for safe walks. Proof of this, I believe, is seeing a lot of children and elderly people walking (and commuting).
In contrast, it was both smoggy and noisy along Marcos Highway. I always had to watch out for vehicles that might sideswipe me as I walked near the carriageway when I ran out of sidewalk or foot path. I was lucky that it didn’t rain that night. I can only imagine walking in the rain and most parts of the foot paths transformed into mud. If so, I could also imagine that people would have to walk on the carriageway, risking life and limb to speeding jeepneys and reckless trucks. And in Philippine streets, I know for a fact that private cars aren’t that good either. You just assume that they won’t be joyriding and looking for people to splash water from the puddles forming on the road.
People who are supposed to find solutions to our traffic problems should try walking and commuting to see how bad traffic and our transport systems are. People who walk would always be able to notice what facilities are needed to enhance the experience and to ensure that walking would be a safe, enjoyable and healthy activity. Road safety audits, after all, are not performed while riding a vehicle but while traversing the length of the road and making detailed observations of its features. Such details will allow the auditor(s) to recommend specific measures based on well-grounded assessment. It is a lesson I know from first-hand experience both as a pedestrian and a road auditor. Perhaps it is a lesson a lot of people would be better of learning and applying. It is a lesson that will probably make our lives better and our cities a nicer place to live in.
Caught (up) in traffic 