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Category Archives: Pedestrian
Motomachi
It’s December again and during this month I like to reminisce about favorite places I went to or still go to here and abroad. One of my favorite haunts during the time I called Yokohama my home city was the Yamate area. I went to Mass every Sunday at Yamate Catholic Church. After church, friends and I descend towards the Motomachi shopping street to take strolls, window shop or have lunch in one of the many restaurants along the street. I think it is a good example of a shopping street that’s also found in many other places particularly in Europe and the US. It provides a better environment compared to the large malls we often find in many cities including Metro Manila.
On-street parking spaces are provided along one side of several sections of along the street. There are parking meters at these spaces.
It is a nice place to take a walk whether doing actual shopping, window shopping or just a simple stroll to while away the time.
I like the brick road of Motomachi and the restaurants and shops lining the street.
Benches where people can sit down, take a short rest or wait for their companions who are shopping at a nearby store.
Motomachi Union where I used to do some groceries whenever I’m in the area (usually Sundays after Mass at Yamate Church).
A look back to Motomachi as I approached the JR Ishikawacho Station.
There used to be a Indian restaurant at one of the side streets of Motomachi. The chef of the restaurant was a Sri Lankan Catholic who was a church mate at Yamate. We often went to eat there after Mass or on occasion. He would usually adjust the ingredients of our favorite curry and tandoori dishes so they weren’t too hot or spicy for our palates. I wonder where he is now with his family and hope they are doing very well.
There also used to be some clubs or pubs at the end of Motomachi. These included one that was operated by Filipinos that had the Philippine flag displayed. Those establishments are long gone, replaced by newer restaurants and shops as well as a building leading to the underground station of the Tokyu Minato Mirai Line. I know there are also a lot of new, still undiscovered shops and restaurants in the side streets to Motomachi. I look forward to going around the area again soon to check out these places.
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Scenes at Aurora-Katipunan
My commute between my workplace and home includes a stop at the junction of Aurora Boulevard and Katipunan Avenue (C-5) to transfer from one jeepney to another. This is very similar to my commute when I was a university student a couple of decades ago. At the time, there was no flyover in the area and the Katipunan jeepney terminal was located at what was called K-Mart, a wet market set-up on privately owned land that was tolerated for quite some time before the market and terminal were eventually evicted from the area. The transfers when coming to the university were smoother. It involved shorter walks then and now. Meanwhile, the Katipunan jeepneys had orderly queues for passengers. There were two types of jeepneys – those that terminate at Balara and those that are allowed to travel inside the UP Diliman campus.
The transfers going home were and are still more challenging as it required longer walks and crossing Aurora Boulevard to get to the informal terminal or the loading/unloading areas for jeepneys. Back in the day, there was no terminal and the loading/unloading zone was a stretch in front of the old Sta. Clara church in what is now the LRT 2 Katipunan Station. Now, there is an informal terminal also beneath the Aurora-Katipunan flyover.
Walking and falling in line – commuters walking past the queue for Katipunan jeepneys at the terminal beneath the Katipunan-Aurora flyover.
A view of the Katipunan jeepney terminal from the pedestrian overpass crossing Aurora Boulevard. Aside from the terminal, there are also parking spaces for bicycles and motorcycles as well as a police assistance center. There are also many vendors in the area selling items like fruit, peanuts, cigarettes and even sandals and used clothes.
Pedestrians along the walkway hanging from under the Aurora-Katipunan flyover. The walkway is quite stable and there are no noticeable movements in the structure even with significant pedestrian traffic.
Pedestrians descending the stairs towards the informal terminal for Rizal and Marikina-bound jeepneys.
Informal terminal for Rizal and Marikina-bound jeepneys.
This could have been a different commute if the LRT 2 terminated in Masinag instead of at Santolan. I could have been taking the trains instead of the jeepneys for one leg of my commute. I still look forward to the day I would be taking the trains and am constantly frustrated by the inaction of those responsible for public transport in Metro Manila and this particular corridor.
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Some thoughts on the issues on bus bans and terminals in Metro Manila
I had originally wanted to use “Clarifying issues on bus bans and terminals in Metro Manila” as the title for this post. However, I felt it was too strong a title, and one that would be more appropriate for a government agency like the MMDA or DOTC, or an LGU like Manila. More than fault-finding and criticizing government agencies and local governments, I believe we should take a closer and more objective look at the issues (or non issues?) pertaining to the Manila bus ban and the opening of the southwest provincial bus terminal for Cavite-bound buses. Following are my comments on issues raised the past weeks about the two initiatives.
Issue 1: There were no or few announcements about the implementation of the bus ban in Manila and the southwest terminal in Cavite.
Comments: While the bus ban in Manila came as a surprise to many, the move was actually a consequence of a Manila City Council resolution. Normally, such resolutions would take time to implement and would entail announcements for stakeholders. Though we will probably never know the truth or who is saying the truth about the resolution and its implementation, it is likely that bus operators already knew about the implications but decided to call Manila’s bluff and play the media and public appeal cards rather than comply with Manila’s requirements for franchised buses and terminals as they have done before in other issues like fuel prices and fare hikes.
I find it difficult to believe that the MMDA did not do its part in announcing the opening of the southwest terminal. Perhaps people thought the announcement was over a very short period? Or maybe people didn’t mind the announcement and are also at fault for paying no or little attention to the announcement? If so, then the public is also partly to blame for disregarding the announcement from the MMDA, assuming the agency won’t push through with its initiatives to implement central terminals for buses. Next up will be another southern terminal at Alabang and a northern one near Trinoma.
Issue 2: Poor transfer facilities and services including a lack of pedestrian facilities between the bus terminal and transfer point, and lack of public transport like jeepneys to ferry passengers to their destinations.
Comments: I think it’s quite clear that the MMDA and LGUs are at fault here. Despite the construction and scheduled opening of the southwest terminal, there have been limited effort in improving pedestrian facilities. Such facilities needed to be in place prior to or upon the opening of the southwest terminal and requiring all provincial buses to terminate at the facility instead of continuing to Metro Manila. People-friendly facilities could have helped people in adjusting to the new policy though walking from 100 to 200 meters is certainly not for all, especially during this rainy season. Senior citizens and persons with disabilities (PWDs) would have specific needs that could have been addressed from day one of operation of the terminal. One approach to “bridge the gap” between the terminal and where people could take city bus and jeepney rides could have been to modify some city bus and jeepney routes to make these closer to the terminal. Ideally, the terminal could have been an intermodal facility providing efficient, seamless transfers between modes of transport.
In the case of Manila, the jeepneys were already there with routes overlapping with buses but their numbers and capacity could not cope with the demand from the buses. Since the main objective of Manila was to weed out colorum buses, it could have coordinated with the LTFRB to check the registration and franchises of buses rather than generalizing among all buses. Perhaps Manila just wanted to make a big statement? But then this was at the expense of the riding public, which obviously got the attention of many including the media. Coordination among agencies and LGUs, however, has not been a strong suit for these agencies, and this thought leads us to the next issue.
Issue 3: Lack of coordination among LGUs and agencies in implementing transport schemes.
Comments: This issue is an enduring one and has been the topic of discussions, arguments and various fora for as long as we can remember. On one hand, the DOTC and the LTFRB should provide guidelines and guidance to local governments on transport planning and services. The agencies should be proactive in their engagement of LGUs in order to optimize transport services under the jurisdiction of national agencies and local governments. On the other hand, LGUs must accept the fact that most if not all of them are ill equipped or do not have the capacity nor capability to do transport planning much less addressing issues regarding public transport. Citing the Local Government Code and its devolution of local transport to LGUs everytime there’s a transport issue certainly won’t help LGUs solve their problems.
Issue 4: Terminals required for city buses in Manila.
Comments: There should be a terminal for city buses in Manila but not a terminal for each company. There should only be one or maybe two terminals where buses can make stops prior to making the turnaround for the return trip. There is actually a terminal in Manila, which the city can start with for city buses. This is the one just beside the Metropolitan Theater and near City Hall, which can be utilized by city buses. It is also close to the LRT Line 1 Central Station so the facility can be developed as a good intermodal terminal for land transport.
Issue 5: Colorum or illegal public transport vehicles in Manila
Comments: This is actually a problem not just for Manila but for the rest of Metropolitan Manila and the rest of the country. The colorum problem is there for both conventional and paratransit services as there are illegal buses, jeepneys, UV express, multicabs, taxis, tricycles and pedicabs everywhere. Many of these are allegedly being tolerated by national agencies and local governments with many allegedly being fielded or owned by public transport operators themselves.
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In most cases, the best time to evaluate a traffic policy or scheme is NOT during its first days or weeks of implementation but after a significant time, say at least a month, after it was implemented. This is because the stakeholders, the people involved would take some time to adjust to any scheme or policy being implemented. This adjustment period will vary according to the magnitude or scope of the scheme/policy and can be quite “painful” to many who have gotten used to the old ways. Usually, a lot of comments and criticisms are quite emotional but it is clear that the collective sentiment is the result years or decades of poor transport services and fumbling by government agencies. Transport in Metro Manila is already quite complicated with routes overlapping and services competing with each other for the same passengers. Perhaps it is time to simplify transport while also in the process of optimizing and rationalizing services. I have written about this in this previous post.
More transport issues in Manila will come about should the city train its attention on other modes of transport including jeepneys, UV express vehicles, tricycles, pedicabs and kuligligs. If the city is really intent on reforming transport services within its jurisdiction, it should consider the needs of all stakeholders and especially and particularly the riding public. Transport should be inclusive, people-friendly as well as environment-friendly and there are many good practices in other cities that Manila could refer to and study for adaption and adoption for the city. If it is successful in improving transport, then perhaps Manila could be the country’s model for transformation from being the “Gates of Hell” to being a “Portal to Heaven” to residents and visitors alike.
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More pedestrian facilities please!
I took a couple of photos one late afternoon on a weekday on my way home. I wanted to have a picture of typical jeepney overloading during the afternoon peak. Typically, jeepneys would allow “sabit” or passengers hanging from behind the jeepney. This practice is actually prohibited and carries a fine if jeepney drivers are apprehended. And that is usually a big “if” considering enforcers turn a blind eye to the practice especially during peak periods when it is difficult to get a ride.
Jeepney full of sabit or hangers-on in heavy traffic along the eastbound side of a major highway
I also happened upon an opportunity to take a photo of the overloaded jeepney together with pedestrians walking along the walkway at the roadside. Though the photo was not so clear, it captured the image I wanted with people opting to walk while others took a risky ride on a jeepney. The cyclists in the photos were just bonuses and added to the visual of alternatives for mobility.
Pedestrians and a cyclist along the widened walkway/bikeway along Marcos Highway
Walking remains as the mode of transport with the highest share when all modes, motorized or non-motorized, are compared. While there is a strong clamor from cyclists for bikeways and for cycling to be taken up by more people as an option for commuting, the reality is that cycling is not really for everyone. It is a viable and healthy mode but should also fit in a hierarchy of modes. Most people walk and walking should be encouraged over distances where it is most suitable. Facilities for walking need to be provided and properly designed so that people can walk safely and most efficiently like the example in the following photo taken during another weekday late afternoon.
People walking along Marcos Highway
Local governments help promote walking by making sure sidewalks are provided and clear of obstructions. Perhaps walkability can be used as an indicator or parameter for a city to be qualified as livable and true to the advocacy of sustainable transport. Walking should be encouraged to promote healthy living as it incorporates exercise in our daily routines. More people walking should also increase awareness for the advocacy for clean air and help initiatives to improve air quality, particularly efforts to reduce harmful emissions by motorized vehicles. Thus, it is not difficult to understand how investing in pedestrian facilities and promoting walking is not a smart move and a beneficial one for any politician’s constituency.
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Swapang! or the perils of walking
Walking to the jeepney terminal for a ride to the university, I was irritated by the constant honking behind me as motorcycles rode up the sidewalk to avoid the weaving into congested traffic along Aurora Boulevard. And so I tried to stand my ground allowing only half the space of the sidewalk for these motorcycles to pass through. As far as I’m concerned, I was already too generous giving part of the space that is for pedestrians and not for motorized traffic. Still, there were a few motorcyclists who seem to think they had the right of way as they attempted to convince me give up more space so they could practically take over the sidewalk. I didn’t give way and assumed they were cursing me inside their helmets. Manigas sila! I thought that in the end, sila ang asar at talo in this situation, not me.
Motorcycles dominating space for pedestrians
At one point, I held my ground and didn’t give way to the motorcycles behind me [Advisory: This is not for everyone especially those who are “pikon” or who are looking for a fight.]. I knew my rights and I was walking on the pedestrian sidewalk. Unfortunately, a bicycle came along and I gave way only because I also appreciated cycling and understood that pedestrians and cyclists are sort of “kindred spirits” in a world dominated by motorized transport. The bicycle was immediately followed by two motorcycles including one that almost sideswiped the cyclist. I took the photo above to better show the situation.
The other day, I chanced upon a similar situation as I was driving in heavy traffic along Amang Rodriguez in Pasig City. What little space was available for pedestrians along a narrow sidewalk along this road connecting Marikina and Pasig cities.
Motorcycles using a narrow pedestrian sidewalk to avoid traffic congestion along Amang Rodriguez
These cases are clear examples of swapang attitude or behavior that is prevalent among many road users. Unfortunately, these are not apprehended or accosted by traffic enforcers. The latter seem to be more engrossed with number coding and swerving violations, anyway, that they seem to have forgotten all the other traffic violations that included this brazen behavior of motorcyclists. Perhaps enforcers should go back to the basics and take more notice of all those other violations (e.g., speeding, counter flowing, beating the red light, beating the green light, etc.) to improve and promote discipline on our roads.
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Some issues on pedestrian crossings at signalized intersections at BGC
I had heard from friends working at Bonifacio Global City in Taguig that it is difficult for pedestrians to cross at intersections at BGC. For one, the cycle settings (i.e., movements allowed for every green signal) for the intersections, at least those I’ve seen, often had turning traffic in direct conflict with pedestrian crossings. This meant that while given the green light to cross the street, for example, pedestrians had to contend with left turning as well as right turning vehicles who are also allowed movement for particular green phases. The phasing and the cycle settings are definitely more favorable to motor vehicles and assume that motorists will give way to pedestrians already on the carriageway and crossing the street. This is not the case and motorists tend to assert their way against pedestrians. These pedestrians are not jaywalkers but actually have the right of way by virtue of them getting the green light to cross. There is also that frequently violated rule of vehicles having to give way to legitimate crossings when people are already on the road. This is practiced in many other countries including the US, Japan and Singapore but is lost upon our motorists who seem to believe they own the road.
Another situation I’ve observed and personally experienced is the insufficient amount of time allocated for pedestrians to cross streets. This is particularly true for the wider streets of the Fort where it seems the people who set the signal cycles failed to estimate how much time it requires for people to cover the distance from one side of the roa to the other. What’s more is that the pedestrian settings allow only one or two people to cross at a comfortable pace. That is, other people will have to rush or run to be able to cross. Of course, the pedestrians would have to contend with the
Intersection of 26th Street and 5th Avenue (view along 26th and towards 4th) – notice the green light given to through and left turning traffic as well as the signals for pedestrians, which include countdown timers.
26th and 5th (view at the corner facing the Net Lima building)
26th and 7th (view from the corner towards The Fort)
The solution to this issue about pedestrian crossings is a little bit more tricky that what seems like something that can be addressed by a simple adjustment of signal settings to provide more time for pedestrians. There is a need to revisit the phasing scheme for vehicle movements allowed at the intersections. Then there is also a need to find the optimum cycle and green time allocations considering the requirements for pedestrians and not just for vehicles. I believe whoever is in charge of the signal settings at BGC should look into this and if they are not capable of adjusting the settings then they should require the provider of the signals to make the necessary adjustments if not show them how to do this considering that traffic is quite dynamic and settings would need to be programmed to be responsive to demand not just for vehicles but pedestrians as well. BGC has great potential to be a pedestrian friendly CBD but whoever is in charge of transport planning and development should step up and level up, so to speak, in providing an environment that will encourage people to walk rather than take their cars. High Street is already there and is an important element in that mix of development but then the cluster of offices and residential condos aren’t exactly designed for efficient walking, and the settings for the intersection signals, as we pointed out, need to be adjusted for pedestrians.
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The Streets of Intramuros: Muralla Street
Intramuros is known as the “old” Manila as the enclave was practically The City when the Philippines was under Spain. Streets are generally narrow as they were designed at a time when there were no motor vehicles like automobiles, jeepneys, buses or trucks. People walked or rode on horses. Luxury vehicles were carriages while goods were carried by carts or people. The following photos show the stretch of Muralla Street from the Victoria Street (Bayleaf Hotel) to Real Street (Lyceum University).
Entrance to Muralla Street with the Bayleaf Hotel at left, which is run by Lyceum University
Muralla Street runs along the eastern wall of Intramuros. It is a one way street and so the photo shows a pedicab (also called padyak or sikad), a non-motorized tricycle, running counter to the flow of traffic.
These streets were made for walking – Intramuros has narrow streets and can barely accommodate two way traffic so many have been designated for one-way flow.
There are schools along the left side of the road including the Mapua Institute of Technology, Lyceum University and Colegio de San Juan de Letran. As such, there are usually many students in the area walking around, having their meals at the nearby canteens/eateries (right side) or perhaps just sitting and admiring the view from the top of the wall.
Parking is a major problem in Intramuros and one would see vehicles parked along one side of the street (evident in most of the photos in this post), obviously taking valuable space away from people and other motor vehicles (i.e., reduced road capacity).
There are many eateries or small restaurants along Muralla St. and just under the wall. These are patronized mainly by students so meals are inexpensive.
There are many pedicabs in the area with long queues at the gate waiting for passengers coming from the general direction of Padre Burgos Ave., where people can transfer to and from jeepneys serving the area. Frankly, I think there is an excessive number of pedicabs in Intramuros considering roads in the enclave can be transformed into walkable streets, just like they were during the Spanish and American periods. Notice again the on-street parking along one side of the road.
More students and more pedicabs along Muralla Street. People are used to traffic mix and generally stay clear of the space allocated for motor vehicles.
Security personnel posted along the walls are appropriately dressed as Katipuneros or Rayadillos (honor guards). The building down the street is a dormitory just beside the buildings of Lyceum University, whose buildings are split up by public streets making it tricky to define a campus for the university.
Junction of Muralla Street and Real Street with a private dormitory building at the center of the photo. Muralla Street continues along the side of the wall and proceeds all the way to Plaza Espana and the old Intendencia. Meanwhile, Real Street proceeds to the left of the dormitory. Also shown at the left is the entrance to one of the buildings comprising Lyceum University. Other buildings are behind the dorm.
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Here’s to walking!
I was lucky to be able to take a couple of photos as our vehicle passed along Marcos Highway to be able to capture images of people walking along the sidewalks between Ligaya and De la Paz. The driver maintained his position along the right side of the road so I had a good view of the pedestrians and cyclists making their way from Ligaya in the general direction of De la Paz and the two shopping malls downstream (the signs of one mall are visible in the photo).
Ligaya is a transfer point for people traveling to and from Pasig, Pateros and Marikina who use the jeepneys connecting these towns. They typically get off at the junction of Marcos Highway and Amang Rodriguez. From here, one can take a jeepney to the towns of Rizal or perhaps to Quezon City (Cubao). These days, however, it is not so easy to get a ride at Ligaya and one cause of congestion emanating from the junction are people taking two lanes of the road as they position themselves to board stopping jeepneys. Instead of waiting for the jeepneys and whatever limited seats are available, many people have decided to walk towards the junction with Imelda Avenue. There located are commercial establishments including two shopping malls and the terminals of public transport whose routes terminate at the area. There, it is relatively easier to get a ride home though during the early evenings it can also be difficult to get a ride to the Masinag and Cogeo districts of Antipolo (And that’s part of the reasons why the LRT Line 2 extension is necessary!).
Pedestrians walking towards De la Paz or the shopping malls a little further on. There is actually a bicycle lane beside the pedestrian walk similar to how the Marikina Bikeways were designed but most cyclists opt to use the curbside lane of Marcos Highway.
Pedestrians walking from Ligaya include workers and students.
The walkways are generally clean and well-lit during the night time, though I think portions are still quite dark. I also think the more people opting to walk means it can be safer to walk (strength in numbers?). The observation that many people walk encourages other people to do so, and is a deterrent for unlawful elements of society. Perhaps to further reinforce the safety and security aspect of walking, Pasig Police or the MMDA could have some of their personnel walk along this path. Police visibility here, especially at night, would help deter muggers and hold-uppers who might see the pedestrians as potential victims.
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Rizal Avenue – Part 2: Tayuman to Pampanga Street
In the last post on Rizal Avenue, the featured photos show conditions under the LRT Line 1, which included visual evidence of certain issues like on-street parking, poor lighting and even sanitation (i.e., garbage) along the corridor. This post features more of the same and perhaps worse in some cases that are used as proof of the blight caused in part by the LRT superstructure. I say in part because LRT Line 1 is not wholly to blame for problems under and around it. Local governments and the private sector share responsibility for the decline of the areas within the direct influence of the rail line. Napabayaan. But of course, this does not absolve proponents of the LRT Line 1 for poor station design.
Approach to Tayuman Station along the northbound side of Rizal Avenue.
Tayuman Station – shown in the upper part of the photo is one end of the northbound platform.
Underneath the station, jeepneys clog the lanes as they load/unload passengers. LRT Line 1 stations are poorly designed for intermodal transfers (e.g., LRT to jeepney, LRT to bus, etc.).
Tayuman Road is a busy street in Manila that’s served by jeepneys connecting to major streets like Lacson Avenue to the east and Abad Santos and Juan Luna to the west. The photo shows a view to the east of the LRT Tayuman Station.
Approach to the junction with Herrera Street
Approach to Blumentritt Station – the station is named after Ferdinand Blumentritt, an Austrian who was a close friend of the national hero Jose Rizal. The street leads to a large public market close to the station (near the intersection) that is also named after the fellow and one of the more crowded markets in the metropolis. There are many jeepney lines with Blumentritt as part of their routes.
Birds and other creatures being sold as pets around Blumentritt – many have been painted to attract children and other buyers curious at the colored birds.
Vendors line the Rizal Avenue, Blumentritt and the other side streets in the area, which is usually crowded no matter what day of the week it is.
Angry birds? A closer look reveals the birds as chicken chicks colored by the vendors to attract interest. Sadly, many of these do not survive to become full grown chickens and children (and adults) will be disappointed to discover later that the color comes off pretty quick when the chicks come in contact with water.
There is a PNR Blumentritt Station and unless there’s been some radical clean-up of the area, this is pretty much what you’d see around the station – garbage, dirt, informal settlers and other characters. The building behind the station is a public school.
The PNR Blumentritt Station has two platforms on either side of the double track. Security is quite lax and people, including children, cross the tracks freely. Fortunately, train service frequencies are quite low (about 1 per hour) so the risk of getting hit by a train is also low. The photo shows the view to the east of Rizal Avenue.
On the left side of Rizal Avenue is a scene where people are oblivious to the railways with some even doing their cooking between the tracks.
Blumentritt Avenue is a very crowded street with a public school (building at right) just across the public market (at left). There are many vendors lined along the street and people as just about everywhere and without regard to vehicular traffic.
Traffic congestion along Rizal Avenue is attributed mainly to the market and median barriers were constructed to reduce pedestrian crossings anywhere along the road. Commercial establishments line either side of Rizal Avenue, basically contributing to congestion in the area.
Commercial establishments plus customers plus paratransit equal to traffic congestion
16A busy side street in the Blumentritt area – there are no sidewalks so pedestrians and motor vehicles mix it up along the road.
Bulacan Street serves as an informal terminal for jeepneys. The road appears to be newly paved but there are no sidewalks and tents are found along the road often bearing the names of politicians sponsoring the tents for various purposes such as wakes and parties.
Intersection with Pampanga Street, just before Rizal Avenue and the LRT line turns towards Aurora Boulevard and proceed to Caloocan City and Monumento.
More on Rizal Avenue in future post…
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Streets of Olongapo: Rizal Avenue
Olongapo City is located in the Province of Zambales, the only city in that province, and beside the Subic Freeport. It is a pioneer in public transport service innovations in the form of the first initiative on the color-coding of jeepneys according to their routes. Despite what seemed to be forever being linked to the Freeport in terms of economic development, the city has enjoyed continued growth and is currently experiencing more challenges attributed to this growth. Among these challenges are those pertaining to traffic congestion and public transport services for the city. A Transportation and Traffic Management Plan Study was conducted by UP Diliman through the National Center for Transportation Studies and is up for formal adoption of the city.
Following are photos taken along the city’s main street, Rizal Avenue, where many of the city’s transport and traffic problems are manifested.
Cyclist pedaling along Rizal Avenue beside a yellow jeepney taking passengers at the designated stop at curbside. Downstream are parked vehicles along the road.
More parked vehicles at either side of Rizal Avenue effectively reducing road capacity for the 4-lane street.
On-street parking is a problem for the city as there are few, if any, off-street parking facilities in the city. On-street parking turnover is quite low since many of the parked vehicles are not clients or customers but establishment owners or managers.
Most of Rizal Avenue is undivided but there are median barriers along the section in front of the public market to reduce jaywalking among pedestrians.
The section in front of city hall – just across are many commercial establishments and on-street parking.
Another view of the Rizal Avenue, this time along the westbound side, with the the market on the left side. The yellow jeepneys are quite conspicuous and remind me of the UP Ikot jeepneys.
A monument to the Ulo ng Apo, from which the name of the city is said to be derived from, is right in the middle of a rotunda at a major intersection along Rizal Avenue. Around the rotunda are commercial establishments and a major provincial bus terminal.
There are designated stops for jeepneys along the avenue but these are often crowded out by parked vehicles. As a result, jeepneys could not maneuver properly and end up unloading/loading passengers in the middle of the road.
On-street parking along curves tend to impede the flow of traffic. There are also issues where electric posts like the one shown in the photo have not been transferred, posing risks to vehicular traffic.
Another example of a designated jeepney stop along the avenue where parked vehicles constrict maneuvering space for jeepneys.
A monument to the volunteers of Olongapo during the Mt. Pinatubo episode after the closure of the U.S. Naval Base in what is now a Freeport. I wonder if the building under construction in the photo has enough parking spaces for the traffic it generates.
More jeepneys and more on-street parking – there is a perception that there are too many (oversupply) of jeepneys. Note though that most PUJs in Olongapo are not the bigger 20 to 24 seater jeepneys we see in Metro Manila but the older, 16 to 18 seaters like the ones shown in the photo.
Some on-street parking spaces are “reserved” by establishments. I didn’t mention that on-street parking is free of charge and such situation probably encourages longer parking durations. Perhaps the city should seriously consider parking fees to reduce long-term parking and ensure smoother flow of traffic along its streets. There are examples of these parking schemes in other cities including Makati City that Olongapo can adopt and adjust.
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Caught (up) in traffic 