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I was reading an article yesterday about the outgoing NEDA Director General stating that Philippines needing a long term strategy for infrastructure development that will address the shortcomings or gaps due to unsolicited proposals. There was already something like this drafted almost a decade ago and under the auspices of the returning NEDA DG. Unfortunately, while NEDA accepted the Final Report of the study, they never adopted it as a policy that could also be imposed on agencies like the DOTr (still DOTC back then) and the DPWH. So for a sort of Throwback Thursday and on the last day of the Duterte Administration, I am sharing the promotional video produced for the framework plan that was supported by The World Bank.
The study was conducted by Cambridge Systematics (not related to Cambridge Analytics as far as I know) and was implemented at the same time as the JICA Dream Plan study for Mega Manila. I recall there is also a video on the latter and it listed all the infrastructure projects needed to address the transport problems of the Greater Capital Region. The Infra Framework Plan for the country mentions the various infrastructure projects ongoing and proposed for the Philippines but focuses on the soft side (i.e., strategies) including the reforms and institutional set-up that need to be in place for everything to come together and produce the desired outcomes in the long term. Sadly, strategies and plans are not well appreciated despite their being essential as foundations. While the Build, Build, Build mantra of the outgoing administration is worth praising for attempting to do the catch-up needed in as far as certain transport infrastructure is concerned, it falls short of what are necessary and to be prioritized. Instead, it ended up accommodating projects that are “nice to have” but should not be prioritized considering our limited resources and the undesirable foreign debt racked up by government. Hopefully, the returning NEDA DG and other officials will be able to steer the country clear of the current and future crises that may end up bringing more hardships on Filipinos.
It’s that time of year again when the heavy rains lead to flash floods along many roads. I took the following photo as we slowly progressed towards Cainta Junction early this week. The Felix Avenue approach was flooded after more than an hour of heavy rains fell upon Cainta and neighboring towns. We learned later that the rains fell on a larger area as EDSA and other major road in Metro Manila also experience flash floods. These cause traffic to slow down if not outright stoppage. Many commuters can get stranded when PUVs are not able to run due to the floods. Deeper waters mean light vehicles including motorcycles and bicycles cannot proceed along certain roads, further exacerbating the traffic situation.
Motorcyclists emerge from their shelters to travel along flooded roads. A common sight when there are downpours are motorcyclists huddling under overpasses, bridges, or whatever shelter may be available to them. Many bring rain gear but opt to just stop and wait it out until the rain stops.
A cyclist braves the floods – while pedestrians will likely stop and wait it out for the rains to stop or for the floods to subside, cyclist might just pedal on. They just have to be more careful as potholes and other dangers may be hidden by the floodwaters.
Cainta Junction has been submerged by so many floods over so many years. Even with the new drainage constructed under and along Ortigas Avenue Extension, Felix Avenue and Bonifacio Avenue, it seems their capacities are not enough to handle the rainwaters. That or perhaps their intakes need to be redesigned to more efficiently take on the heavy rains and the resulting runoff.
I shared the following photo on social media with the label “Kalbaryo at Kaligtasan”:
Cyclist pedaling ahead of cars queueing along the C5 ramp towards BGC
The label or title has double meaning. Conspicuous in the photo is the image of the Crucifixion atop what is a small shrine along Circumferential Road 5 across and facing SM Aura. The image appears to be a reminder or symbol of suffering but with the superimposed image of traffic congestion, alludes to the suffering endured by motorists on a daily basis. The “kaligtasan” or salvation part of the photo is in the form of the cyclist or the bicycle (I really have to explain that, right?) that offers an alternative or even hope for those who seek it. One thing the pandemic has taught us is that active transport in the form of walking or cycling is part of the solution to the transport problems we are experiencing. Public transport, of course, is touted as an ultimate solution but the reforms and infrastructure required are and will take time to implement, and these are already encountering problems leading to further delays or ineffectiveness.
I shared a link to a Medium writer who specialized on articles about air crashes. These were investigative articles that provide details about air crashes especially since these are all tragedies and include those that have remained mysteries like Malaysian Airline Flight 370.
I am sharing today another collection of articles pertaining to transport safety. This time they are about railway or rail safety. Here is the link to the collection of articles from Max Shroeder:
And here is an example of what he writes:
Again, there is much to be learned about these incidents. The circumstances, factors and experiences need to be examined in order to draw lessons from these incidents and reduce the likelihood of them happening again. In the case of the Philippines, this is especially applicable as the country rebuilds its long distance railways infrastructure with a line connecting Manila and Clark, Pampanga along what used to be called the Main Line North (MLN) of the Philippine National Railways (PNR), and another currently being rehabbed and for upgrading to the south in what was called the Main Line South (MLS). Other rail projects are also underway like the Metro Manila Subway and the MRT Line 7. All pass through populous areas, and railway crashes may not just lead to passenger and crew fatalities and injuries but also the same for those residing or working along these rail lines.
I’m sharing another article on reducing car dependence. The article was referred to by the previous series that I shared recently.
Nicholas, K. (April 14, 2022) “12 best ways to get cars out of cities – ranked by new research,” The Conversation, https://theconversation.com/12-best-ways-to-get-cars-out-of-cities-ranked-by-new-research-180642 [Last accessed: 5/20/2022]
Here are a few excerpts from the article:
“Question: what do the following statistics have in common?
The second-largest (and growing) source of climate pollution in Europe.
The leading killer of children in both the US and Europe.
A principal cause of stress-inducing noise pollution and life-shortening air pollution in European cities.
A leading driver of the widening gap between rich and poor urban residents.
Answer: the vehicles on our streets, primarily the not-so-humble passenger car.”
“The research is clear: to improve health outcomes, meet climate targets and create more liveable cities, reducing car use should be an urgent priority.”
“To meet the planet’s health and climate goals, city governments need to make the necessary transitions for sustainable mobility by, first, avoiding the need for mobility (see Paris’s 15-minute city); second, shifting remaining mobility needs from cars to active and public transport wherever possible; and finally, improving the cars that remain to be zero-emission.”
You can also listen instead of reading it as it is a narrated article.
Articles on examining the role of the planning profession in both perpetuating and solving traffic congestion
Planetizen recently published a three-part series of articles examining the role of the planning profession in both perpetuating and solving traffic congestion:
Part 1: Brasuell, J. (April 13, 2022) “Planning and the Complicated Causes and Effects of Congestion,” Planetizen, https://www.planetizen.com/features/116834-planning-and-complicated-causes-and-effects-congestion [Last accessed: 5/17/2022]
Part 2: Brasuell, J. (April 20, 2022) “How Planning Fails to Solve Congestion,” Planetizen, https://www.planetizen.com/features/116914-how-planning-fails-solve-congestion%5BLast accessed: 5/17/2022]
Part 3: Brasuell, J. (May 12, 2022) “Planning for Congestion Relief,” Planetizen, https://www.planetizen.com/features/117153-planning-congestion-relief?utm_source=newswire&utm_medium=email&utm_campaign=news-05162022&mc_cid=34b0612d40&mc_eid=9ccfe464b1 [Last accessed: 5/17/2022]
I think these articles are a must read especially for students (and not just practitioners or professionals) and is sort of a crash course on transportation engineering and planning. It covers many concepts and learnings from so many decades and touches on certain programs that are most effective in reducing car trips. To quote from the article, the top 12 programs based on case studies in Europe are:
- Congestion Pricing (12-33% reduction in city-center cars)
- Parking and Traffic Controls (11-19% reduction in city-center cars)
- Limited Traffic Zones (10-20% reduction in city-center cars)
- Workplace Mobility Services (37% drop in car commuters)
- Workplace Parking Charges (8-25% reduction in car commuters)
- Workplace Travel Planning (3-18% drop in car use by commuters)
- University Travel Planning (7-27% reduction in car use by university commuters)
- University Mobility Services (24% drop in students commuting by car)
- Car Sharing (12-15 private cars replaced by each shared car)
- School Travel Planning (5-11% reduction in car use for school trips)
- Personalized Travel Planning (6-12% drop in car use share among residents)
- App-Based Incentives (73% – proportion of app users declaring reduced car use)
Are we ready to confront congestion and at the least start discussing these car trip reduction programs? Or are we content with the current discourse, which remains car-centric?
One of the projects of the Quezon City (QC) government during the pandemic and which they continued to the present was transport-related. QC deployed buses to provide free transport for its residents.
Here are the routes (source: QC FB page):
Route 1 – Quezon City Hall to Cubao (and vice versa)
Route 2 – Litex / IBP Road to Quezon City Hall (and vice versa)
Route 3 – Welcome Rotonda to Aurora Blvd. / Katipunan Avenue (and vice versa)
Route 4 – General Luis to Quezon City Hall (and vice versa)
Route 5 – Mindanao Ave. cor. Quirino Highway to Quezon City Hall (and vice versa)
Route 6 – Quezon City Hall to Robinsons Magnolia (and vice versa)
Route 7 – Quezon City Hall to Ortigas Avenue Extension (and vice versa)
Route 8 – Quezon City Hall to Muñoz (and vice versa)
See their UPDATED Bus Route & Schedule:
Here are some photos of the buses along the Elliptical Road. These are air-conditioned and have WiFi for the comfort and benefit of the commuters.
With the fresh mandate (second term) of the QC Mayor Joy Belmonte, it is expected that they will continue with this public service. I am not sure if it should be strictly for QC residents. Perhaps those who work or study in QC should also benefit from the service. These people may show proof in the form of valid IDs like school or employee IDs.
Early morning commutes are not new to me as I’ve been doing this since I started to commute by myself decades ago. My usual trip between home and school consisted of two jeepney rides or one jeepney ride and a tricycle ride, depending on whether I carried a lot of items or if I didn’t feel like walking the so-called last mile between the jeepney stop and my home. While traffic wasn’t as bad in the 1980s and 1990s as it is today, it was still difficult to get a ride. Little has improved with public transport even though there are air-conditioned vans, P2P and additional railway option for me now along my usual routes to the office.
Back in the day, I liked to enlist in the 7:00 – 8:30 AM classes at UP Diliman as it was easy to get a ride at 6:00AM. That allowed for some time to spare before class and in the rare cases when UP-Katipunan jeepney drivers were on strike, you can walk the length of Katipunan and arrive in time for class. It was later when my classes were mostly in the afternoon that I had to delay my trips so I wouldn’t have to travel during the peak periods. It was difficult to get a ride and travel times were longer. When I was already working, I often traveled early if we had field work scheduled. That meant traveling before 6AM. There were fewer jeepneys but most were not full and it was easy to get a ride.
I took a couple of photos of a bus plying the Antipolo-Cubao route at around 5:30 AM one Friday morning. This was before the return to work order was issued to many workers so perhaps it does not show the current situation for the same time.
I now go to the office twice or thrice per week. On my way at 7:30 AM, I see many people lined along the streets at the typical loading/unloading areas along my routes. People would have to travel earlier if they want to easily get a ride and if their travel distances are relatively far (i.e., many people live outside of Metro Manila and have to travel 10+ kilometers one way).
I’m sharing the following article on the idea of mobility hubs in cities:
Descant, S (March 16, 2022) “Are mobility hubs the future of urban transportation?” Government Technology, https://www.govtech.com/fs/are-mobility-hubs-the-future-of-urban-transportation [Last accessed: 3/18/2022]
To quote from the article:
“As cities reimagine transportation and transit, they’re turning toward innovative attempts to bring multiple modes together, with the essential aim of making it easier for residents and others to choose a mode of travel other than the single-occupancy car.”
Though I support this idea, I think it only implies that housing issues are already covered. In reality, there should be clear-cut and simultaneous initiatives covering both housing and transport. In Metro Manila’s case, for example, the sprawl is over a much wider area and covers at least 4 provinces surround the metropolis where people have chosen to settle/reside due to the high and rising cost of housing in the MM. While the example of Tokyo and its railway lines may be used as inspiration, it will take a lot for Metro Manila to have such a transit network to carry so many people around MM+.
The term ‘density’ here does not refer to transport or traffic density in the traffic engineering sense but to density of development such as urban density or building density. Here is an interesting article about building during a climate crisis. While it is very much applicable to any situation, the need to revisit plans and designs has become more urgent with the current pandemic.
Alter, L. (November 19, 2021) “What’s the Right Way to Build in a Climate Crisis?” Tree Hugger, https://www.treehugger.com/what-is-right-way-to-build-in-climate-crisis-5210156 [Last accessed: 2/23/2022]
There are mentions to various references throughout the article so it is not entirely an opinion piece but supported by evidence or studies. There is also a note that the article has been fact-checked. Quoting from the article:
“Adding gentle density can help ensure there are enough people in a neighborhood to support local schools, health, and community services and keep shops and restaurants open. It can provide a range of housing types and tenures that support the needs of individuals and families throughout all stages of life and allow for aging in place. It can also support public transit services, providing residents with efficient and affordable transportation options without relying on private automobiles.”
What do you think is the ‘right’ density for Philippine cities and municipalities?