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Walking and parking in Quezon City: Visayas Avenue
I’m initiating a series of posts on Quezon City – focusing on the pedestrian and parking facilities that were constructed not so long ago. As part of a city-wide project using local funds generated from QC’s internal revenue allotment (IRA) and other incomes, the city constructed pedestrian sidewalks and off-street parking spaces along its major roads. These included roads like Quezon Avenue, Visayas Avenue, West Avenue and Tomas Morato Avenue. I believe that these facilities provide example of good practices for other cities seeking to enhance walkability while addressing on-street parking issues.
Following is a photo journal of pedestrian and parking along Visayas Avenue.
Spacious pedestrian walkways along Visayas Ave. visible upon turning right from the Elliptical Road.
Combination of parking and pedestrian walkway along Visayas Ave. along a line of commercial establishments, mostly restaurants and shops along the road. There are bollards to separate parking spaces from the walkways.
Despite the opportunities during the project, many lamp or electric posts have not been moved/transferred. These create obstructions in addition to the common practice of delivery trucks backing up and blocking pedestrian paths.
Commercial and residential buildings along Visayas Ave. have benefited from the project as there were no off-street parking along most sections of the road and pedestrian facilities were often the token sidewalks that are also often obstructed with debris or vendors.
There are few other cities in the Philippines with off-street parking such as this that does not intrude into the rights of way for pedestrians. Then again, there are also limited opportunities where space is generally not available for such projects.
Most establishments along this side of Visayas Ave. had adequate frontage space or buffers (likely part of the road’s ROW) that made it possible to have pedestrian and parking spaces.
In the last local elections, parking fees for these spaces became an issue. Since government money was used to construct the parking facilities where there were none despite minimum parking requirements for establishments as stipulated under the National Building Code, some councilors proposed parking fees to recover the cost of construction. Some sectors including the businesses rejected the proposal stating that these benefit the general public. In an unusual move, the Catholic Church in QC even stated in a pastoral letter (!) that parking fees were anti-poor, something that was difficult to understand given that car-owners were the first to benefit from off-street parking. I doubt if what we regard as poor people would own cars. Parking fees were never implemented along this road and others like it.
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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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Some thoughts on transport and traffic while commuting between Cainta and Antipolo
Commuting from the Ortigas (Cainta) end of Imelda Ave. to its other end at Marcos Highway (near where Pasig, Marikina, Cainta and Antipolo meet), one should be able to observe and make a quick assessment of the positives and negatives of our local transport system. While there are more negatives at Cainta Junction and along Imelda Avenue, Marcos Highway definitely has improved particularly in terms of walkability. It is a commute that I have taken so many times since my childhood days and I can only now remember times when one could walk safely from one end to the other when there were far less vehicles than the volume that flows along Imelda Ave. these days.
Junction is still quite the mess despite some road widening at the intersection owing to various factors including the fact that the intersection simply cannot handle the volume of vehicles using it even after the elimination of some turning movements from Ortigas Ave. in favor of U-turns particularly for traffic coming from the eastbound side of Ortigas. It seems the traffic signal settings can no longer handle peak period traffic and manual traffic management probably aggravates the situation especially when enforcers employ the buhos technique of trying to dissipate as much of the queued vehicles per approach or movement. The latter technique does not take into consideration that the longer a movement or group of movements are allowed to move, there are corresponding build-ups in traffic along all other approaches. It is a vicious cycle (pun intended) that is supposed to be addressed by an optimally times signal system. Saturated conditions, though, are inevitable due to the sheer volume of vehicles using the intersection given that Junction is a catchment for vehicles from Rizal Province that ultimately uses Ortigas Ave. to head into Metro Manila in the mornings. The reverse is true in the afternoon to evening periods.
Imelda Avenue, which was also known for a time as Francisco Felix Ave., is plagued congestion due to notoriously bad pavement conditions, so many median openings, and high vehicle trip generation rates from the many residential subdivisions or village along the road. The pavement conditions are due mainly to damage brought about by trucks and, during the wet season, frequent flooding along many sections of the avenue. Bad pavement conditions and flooded streets significantly slow down traffic as Imelda Ave only has two lanes along each direction and is divided by a narrow median island that’s just enough for a few plant boxes and lamp posts.
There are mostly middle class subdivisions including the large Vista Verde, Village East, Karangalan, and Pasig and Cainta Green Parks along the road. There is also a DMCI medium rise development has its main access road also connecting to Imelda Ave. These villages generate much vehicle traffic and each have their own median openings that practically function as intersections along the entire stretch of the avenue. These openings create a lot of conflict between through traffic and vehicles entering and exiting the villages, especially those taking left turns to or from their gates.
While there are commercial establishments along the avenue, most were small and traffic generation characteristics were not so significant as to cause severe congestion. The first major generator in the middle of the avenue was a branch of the membership-concept Makro supermarket cum depot. Makro generated significant traffic but did not cause much congestion along the stretch in front of the Village East gate. It was eventually acquired by commercial giant SM and the branch is now an SM Supercenter that seems to be generating much more traffic than Makro did at its peak. While traffic studies are usually the norm before such developments are constructed given the trips attracted by SM, the congestion experienced along Imelda Ave has been reported to be generally un-managed despite the need for more disciplined loading and unloading by public transport, pedestrian movements and vehicle entries and exits.
Jeepneys are the main public transport mode along Imelda Ave. although there are tricycles serving the various subdivisions that often not only cross the road but also travel along Imelda Ave. for short distances. I remember in the 1970’s and early 80’s that the tricycles used to be the primary mode of transport from Junction and the Cainta Public Market as Imelda was not yet connected to the still to be completed and unpaved Marcos Highway. There was even a Metro Manila Transit Corp. bus service (probably missionary route and with low frequency of service) along Imelda Ave. that turned around near Kasibulan Village, one of the first subdivisions in the area. Many jeepneys are noticeably the patok or popular type known for their loud stereos and reckless driving. Still, there are the smaller, older jeepneys whose route connects either ends of Imelda Avenue. Most patok jeepneys are from the many longer routes between Rizal towns and Cubao overlapping along Imelda Ave (e.g., Angono-Cubao, Antipolo-Cubao, Binangonan-Cubao, Taytay-Cubao, etc.).
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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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Esplanade Drive
I enjoy walking in Singapore and perhaps to compare with walking in Japan, the only difference at times would be that at certain times of the year, it’s much cooler (or colder) in Tokyo or Yokohama. Outdoors in Singapore it can be uncomfortable due to the humidity but its actually the same in the temperate countries during summer. Among the more enjoyable walks even during workdays would perhaps be along the Esplanade connecting the Marina Square and Suntec areas with the offices across the river as well as the newly famous Marina Sands development.
View of the drive from the Marina district towards Fullerton and the financial district across the bridge.
View of the walkway, which is alongside the carriageway but separated by a plant box. That’s the Merlion on the background with all the people crowding probably to take souvenir photos with the city state’s symbol.
The Esplanade bridge with the skyscrapers of Singapore’s financial district in the background and the famous Fullerton Hotel at the center.
The key really is to enhance the walking experience such that people would not at all notice the distance they were traversing. Walking should be for everyone and not just something for those regarded as transport poor. In cities in progressive countries, for example, you see professionals in their suits mixed with people in casuals and students wearing their uniforms walking their chosen paces along streets provided with facilities suitable for walking and the volume of walkers (Yes, there is such a thing also as a level of service for pedestrian facilities and flow).
I would have taken photos of the connections between stations and places of interest in Singapore but I usually only had my trusty cell phone rather than a professional camera. With all the cameras installed around the city, my taking of photos might be misinterpreted rather than dismissed as just another camera nut taking souvenir or “artistic” shots of places.
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Road and drainage works along A. Tuazon Ave., Marikina
Driving to the dentist on a Saturday morning, I came across roadworks along Angel Tuazon Ave. in Marikina City. The road connects the Marikina portion of Sumulong Highway with Marcos Highway in the Pasig/Cainta area and was also known as Fernando Sr. Ave. at one time. With the completion of works along Marcos Highway and Imelda Avenue, I was happy to see another road near my residence getting some much needed attention.
I thought that the works were just for the rehabilitation/concreting of damaged or weather pavements but it turned out to be something of a larger scope that includes drainage/flood control. The following photos were taken along the stretch of A. Tuazon last Saturday. Shown in the photos are road repairs, re-blocking/re-paving, drainage works and sidewalk construction in various stages of implementation. By the looks of it (there were a lot of people working along different sections of the avenue) the project will finish in time for the opening of school in June. Kudos to Marikina leaders for doing their jobs in this road and area that are usually subject to flooding during times of severe rain.
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I didn’t bother to put captions on the photos as they pretty much speak for themselves.
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Morayta Street and some thoughts on reviving Manila
The University Belt in Manila is called such because of the proliferation of schools, particularly universities and colleges, in the area. Most recognizable are institutions such as the University of Sto. Tomas, University of the East, Far Eastern University, Polytechnic University of the Philippines, Centro Escolar University, Manuel L. Quezon University, San Beda College, San Sebastian College, La Consolacion College, National Teachers College and College of the Holy Spirit. The U-belt, as it is also known, stretches all the way to Intramuros and Padre Faura where many other institutions like UP Manila, Mapua, Letran, Lyceum, PNU and Sta. Isabel College are located.
The streets in the area are very familiar to many as they are usually indicated in the sign boards of jeepneys and buses plying routes in the area. These include Recto, Lerma, Espana, Legarda, Mendiola and Quezon Blvd. An ubiquitous street in the area is currently named Nicanor Reyes Sr., in honor of the founder of the Far Eastern University, the main gates of which are located along the street. Nicanor Reyes, of course, is more popularly known as Morayta for most people even the younger generation who picked up the old name of the street, which is more familiar with public transport drivers (jeepneys and taxis). Morayta connects Espana with Recto.
Morayta Street (Nicanor Reyes St.) – Recto bound traffic with the FEU on the right side. There is practically two lanes per direction but one lane is usually occupied by parked or waiting vehicles. Add to this the operations of public utility vehicles as the street is along jeepney routes.
Railings – street railings on the median island along Morayta help minimize jaywalking along the busy street. There are no median openings for vehicles along the street though there are junctions like the one with R. Papa Street shown in the photo.
Pedestrian traffic signal – there is a traffic signal along Morayta for pedestrians crossing the street in front of the FEU main gate. Such signals may be equipped with a button for on-demand green indications.
Pedestrian flow – because of the schools, there are many students (generally in uniform) in the area. Each school would usually have a distinct uniform for females though some are generally in white with their school logos or IDs the only distinguishing aspects. Meanwhile, male students usually wear white polos and black pants. The photo above shows students crossing in front of the FEU gate. The photo also shows the typical commercial establishments in the area that include fast food and book shops.
FEU main gate – the university has several access/egress points along Morayta including those for people only and this gate where vehicles may pass. Many universities (with only few exceptions) in the University Belt have very limited space with some having practically no campuses to speak of but only buildings where they conduct their activities.
Parking and standing – parked and standing (waiting) vehicles occupy significant road space. While standing vehicles have their drivers and could be made to move, the parked vehicles generally take up a lane that could otherwise be used by pedestrians. I am not aware of any pay parking regulations along Morayta. There are no signs indicating pay parking schedules and rates, and have not seen parking attendants like the ones in Makati.
Approach to Recto – the intersection with Recto Ave. is signalized and the median island is tapered to accommodate vehicles queuing to turn left towards Mendiola or Legarda. The LRT Line 2 superstructure is also visible in the photo above Recto. Pedestrians walk along the building arcades that are typical of most older buildings in Manila, which are similar to those in other old cities in the Philippines.
Entry from Recto – the photo shows Morayta as our vehicle turned right from Recto. Taken during an April afternoon, there is very light traffic between Recto and R. Papa, and not so many students as those shown in the previous photos, which were incidentally taken during the morning of the same day. Note the vehicles parked on the curbside.
Build-up – approaching the signalized pedestrian crossing, we noticed some congestion due to the stopped vehicles and the presence of pedestrians. The section between R. Papa and Espana is usually congested due to several reasons including the presence of an informal jeepney terminal at the corner of Espana and Morayta.
Junction with Paredes – a peek at Paredes St. shows more parked vehicles and tricycles lined up and waiting for passengers. Public transport demand along Manila’s side streets are served by tricycles and pedicabs, and until a few months ago by what were called “kuligligs.” The latter were also paratransit modes that were the motorized versions of pedicabs fitted with motors or generators much like the ones used in farm equipment or motorized bancas in seaside towns. These are called tricyboats in Davao. Meanwhile, the term “kuliglig” is used in many parts of Luzon for farm tractors used as public transport in the rural areas. Paredes St. is quite busy as the Professional Regulations Commission (PRC) is located along the street.
Informal terminal – the approach to Espana is usually congested in part due to the informal jeepney terminal from the corner of the junction. Some jeepneys even tend to bypass the line and pick-up passengers right at the corner and often blocking turning traffic.
Approach to Espana – the intersection is signalized but there are jeepneys usually camped out at the corner, effectively reducing throughput along the intersection.
There are many streets like Morayta in Manila that can actually be evaluated and considered for pedestrianization if not for road diets. Careful studies and perhaps an experiment here and there should show the feasibility and practicality of generally closing some streets to motor vehicles including tricycles and jeepneys. For some streets, public transport access may be maintained but there should be genuine effort to improve pedestrian facilities to enhance the experience of walking in what are supposed to be historic streets in Manila. Considering the volume of foot traffic in the area, one would assume that the City of Manila should be thinking about how to bring down motor vehicle traffic while providing for public transport and walking needs in the city. Perhaps some radical plans need to be formulated including out of the box ideas to revive Manila streets such as Morayta? I would like to see the schools come up with these plans and perhaps be instrumental in implementing the same and not just for the sake of their students and staff who are exposed to pollution, congestion and safety risks on a daily basis. It can be done if people and institutions will collaborate to make it happen.
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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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But seriously…recognizing walking as a mode of transport
There is a general observation that urban planning in the Philippines, including planning and design for transport, revolves around motor vehicles. In fact, much of what we think are sound policies and guidelines, even rules of thumb, are car-oriented rather than people-oriented. Our love for the car is often traced to our being a colony of the United States and our orientation to cars have been reinforced over the years by policies, plans and projects that seem to be biased for car users while detrimental to commuters in general. In fact, we have been used to having roads built and widened that these types of projects seem automatic, no brainer solutions to the traffic problems we encounter everyday. Not that this is a bad thing, considering that we do have many missing links to complete and infrastructure to build where they are needed. Yet, for many of our highly urbanized cities, public transport infrastructure has been too slow to address the demand for movement.
Metro Manila is already choking in as far as traffic is concerned and our proposed solutions still are road widening and the call for elevated expressways. Meanwhile, we have poor road public transport services and a limited rail or mass transit network. It seems that most of the plans for trains and BRTs have never left the proverbial pipeline and as such, we continue to languish in I would like to think that a lot of people would want to take public transport if only the quality of service is similar to systems in Singapore, Hongkong, Kuala Lumpur or even Bangkok or Jakarta. We have to deliver on this end, which will also see our streets begin to become decongested as vehicles will naturally decrease with people choosing PT over their cars, especially in this period of increasing fuel prices.
Of course, these public transport infrastructure carry hefty price tags. And so to complete the picture and solve the puzzle of transport in cities like Metro Manila, Cebu and Davao, we would need to address what is perhaps the most basic for of transport that is often forgotten when talks center on highways and mass transit – walking. It is a fact that walking is the mode with the highest share for transport; dwarfing all other modes since we all walk at some point of our trips (e.g., Car users still have to walk to and from the parking spaces.) Unfortunately, we seem to have become lazy, preferring to ride than to walk and making so many excuses even when the facilities for walking are already provided and conditions favor walking over motorized transport. Of course, the main challenges for ensuring the safety and comfort of those who choose to walk remain and investments are required for more infrastructure to encourage walking. There are good practice examples like the walkways connecting buildings at the Makati CDB and the sidewalks of Quezon City. These are, however, more the exception than the rule and so there is still a need to actually “formalize” walking as a mode of transport and one that could probably save us a lot of fuel, reduce emissions and, most importantly, improve our health and well-being.
Following are excellent articles for reading, and for consideration when we re-think what we are doing to improve transport and mobility in our cities. A re-orientation is in order for us to address
(Note: the sources and links to the online articles are shown below and in the files. These are made downloadable here only to facilitate access to the articles. There is no intent for any copyright infringements.)
Why don’t Americans walk more? The crisis of pedestrianism:
What scientists know about how pedestrians really behave:
Walking_in_America__What_scientists_know_about_how_pedestrians_really_behave_
How walk score puts a number on walkability:
Walking_in_America__How_Walk_Score_puts_a_number_on_walkability_
With America and the rest of the world taking a second and perhaps critical look into how they are planning their transport systems and focusing on encouraging people to walk, we should perhaps take this as our cue to also re-think how we are planning and designing our systems. We should, and not be too dependent on the recommendations of studies past and present that seemingly try to simplify our plights as something that can be solved by roads and cars alone.
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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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Caught (up) in traffic 