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Category Archives: Road Safety
Payatas Road
We traveled along the section of Payatas Road from the junction with Montalban Highway to the intersection with the Manila Gravel Pit Road. A significant length of the road had the La Mesa watershed, Metro Manila’s main source of fresh water, along its right. This was an issue before and is still an issue today as more and more developments are made along the road with some already having impacts on the watershed due to encroachments, irresponsible waste disposal and other activities.
The following photos show various sections of the Payatas Road from its junction with Montalban Highway to the point it becomes the Gravel Pit Road (also known as Litex Road). The photos clearly show the road and roadside conditions of this important link between Metro Manila and Rizal Province.
After turning left from the intersection with Montalban Highway, it is a two-lane road
A few hundred meters away, travelers begin to climb towards Quezon City view a few picturesque areas along the road. The tarpaulin sign on the left indicates an ongoing roadworks project by the DPWH.
The canal on the inner side of the road keeps water off the carriageway, making the surface safer for motorists. These though are not easily seen at night-time without proper pavement markings and lights.
There were roadworks ongoing along the road as we ascended and heavy equipment like the one shown in the photo tend to constrict traffic flow.
Going up the road, we became part of a platoon of vehicles whose speed was dictated by the road conditions.
Trucks are usually the slower moving vehicles and will often dictate speeds on the ascent.
Concrete barriers prevented vehicles from flying off the road in case the driver or rider loses control of the vehicle.
View of the Marikina Valley, which is the catchment area for a lot of water (from rains) that comes from the surrounding mountains of the Sierra Madre range.
There’s significant truck traffic along this road and many carry garbage or junk.
But traffic is usually light as this and other photos show. Many sections had no pavement markings and traffic signs to guide motorists.
At the edge of one of the curves is a house with modern style architecture. A good landmark to guide travelers using the road.
Some sections seem narrow due to the walls built to keep people out of the watershed area and the encroachments on the other side of the road.
There were no proper drainage along the road and many sections have poor pavement conditions.
What appeared as drainage works were actually part of the concrete “re-blocking” for the road.
There were also waterworks along the road when we passed through.
Such waterworks being undertaken often lead to traffic congestion as road space is constricted.
The road has poor drainage along many of its sections including this section near a gas station where muddy water pools in the middle of the road. Such instances induce drivers and riders to encroach upon the opposing lane as shown in the photo above.
There are many junk shops along the road owing to its proximity to the Payatas open dumpsite.
End of the road where Payatas Road ends and becomes the Manila Gravel Pit Road.
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Future of road assessments in the Philippines
The field surveys conducted under the International Road Assessment Program (iRAP) in cooperation with the Department of Public Works and Highways (DPWH) employed a van fitted with cameras taking video of the road environment. The surveys were mobile and covered more than 2,000 kilometers of national roads in Luzon and Visayas. The video is then processed prior to evaluation by a team trained to rate road sections according to a criteria established by iRAP and applied in many other countries including Malaysia and Australia. I haven’t had the chance to explain the project to a close friend of ours with the Geodetic Engineering Department of the University of the Philippines Diliman when he explained to me his proposal for a mobile mapping system that we included in the Intelligent Transport System (ITS) program for consideration by the Department of Science and Technology (DOST) with their Engineering Research and Development for Technology (ERDT) program.
The GE Department recently acquired state of the art equipment for mobile mapping under another project. I presume this will eventually be used for the road environment and the equipment includes a 3D Laser scanner installed on top of a survey vehicle. The scanner will enable the construction of 3D images of the road environment with an accuracy that will allow for a more automated (and objective) assessments of road safety.
They also installed an inertial measurement unit (IMU) on the vehicle. This device will be able to measure horizontal and vertical movement of the vehicle, enabling it to measure displacement that can be used to determine road roughness. The latter may be used to determine the international roughness index (IRI), which is a measure of quality of road pavements.
State of the art equipment being installed on an AUV
Close-up of installation work
UP College of Engineering Staff posing after completing installation of the 3D scanner
The Road Safety Research Laboratory (RSRL) of the National Center for Transportation Studies (NCTS) look forward to working with the GE Department on applications of their hardware and software for evaluating road safety in the country. Hopefully, we can get support from the pertinent agencies for this endeavor.
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Road crashes: disasters waiting to happen
While I’m very appreciative of the efforts of the MMDA particularly on traffic management, there is still much to be desired regarding enforcement around Metro Manila. These include the need for consistent and firm enforcement of traffic rules and regulations along major roads such as Commonwealth, EDSA, and C5. There are still many instances of speeding along Commonwealth as many drivers (cars and buses) and riders (motorcycles) are already aware of the usual positions of MMDA enforcers measuring speed along the highway.
In the vicinity of current and former U-turn slots, there are also many violations especially where motorcycles can squeeze into openings to conveniently (though dangerously) make turns. Some U-turn slots are positioned across side streets of major roads and are used by motorists for making left turns. Often, one will find vehicles inching their way to cross the major road, effectively blocking through traffic. This is particularly the case along Katipunan just across from the gate of an exclusive subdivision well-known for its politician residents. While the Katipunan – C.P. Garcia intersection is only a few meters away for those intending to travel along the southbound side of C5, many vehicles (conspicuously those which are expensive and of the luxury type) cross C5 northbound to make left turns at the U-turn slot/median opening. A few meters away, MMDA enforcers and QC Police turn blind eyes to the practice, leaving motorists to fend for themselves in trying to avoid each others’ vehicles while also trying not to constrict traffic.
Such situations increase the likelihood for road crashes in the area, exposing people to unnecessary risks. These also exacerbate traffic congestion as crossing vehicles interrupt the otherwise smooth (and continuous) flow of traffic towards C.P. Garcia. Such situations are also perfect examples for cases where there may not be crashes occurring but there is a high likelihood for incidents to happen. Crashes waiting to happen seem too theoretical that the MMDA and the PNP apparently have difficulties understanding the concept, which is the basis for assessments of road safety including the star ratings given out by iRAP. It is not necessarily only the actual number of crashes (or accidents) occurring that is evaluated but the likelihood for them to happen given the conditions at any particular area. Perhaps this is why many of our roads remain unsafe because many of our administrators, planners, engineers and enforcers continue to fail to understand this concept for the potential for crash occurrence. And this is where we should work on to address – very hard!
The following photo was taken one early morning along Katipunan prior to the peak period that typically starts around 6:30AM during times when there are classes at the schools along this stretch of C5.
Early morning road crash near the La Vista gate along Katipunan (C5) involving vehicles encroaching towards the U-turn slot to make a left turn at the median opening.
Perhaps we should also extend our appreciation of the concept of disaster risk prevention and mitigation to our streets. After all, road crashes may also be treated as disasters. They result in deaths, injuries and damages to property. The only difference and probably more frightening aspect of these disasters on the road is that they do occur on a much more frequent basis than you major earthquakes and typhoons.
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Lane separators along Commonwealth
The MMDA and the DPWH are currently constructing what they term as lane separators along Commonwealth Avenue. These are concrete islands very similar in form to curbs, whose function is to delineate the outer lanes of Commonwealth. These will physically separate public utility vehicles from motorcycles and most private vehicles who generally use the middle and inner lanes. There are, however, early criticisms due to what is perceived as an increased risk for crashes due to the separators themselves. Some motorcycle groups have already expressed their apprehensions about the facilities that were supposed to protect them from aggressive PUVs. Meanwhile, one DPWH official was interviewed and proudly claimed the safety features of the separators including their being unmountable by large vehicles. From the height of the separators shown in the following photos, I am not so sure that these devices can stop trucks or buses, even jeepneys or cars from going over the other side.
Separation device – the lane separators are basically barriers separating the 3 outermost lanes of Commonwealth from the rest. Of these 3 lanes, 2 are designated for public transport (yellow lanes) and one for private vehicles. The lane immediately to the left of the separator is the motorcycle lane. Note the blue lane marking denoting the MC lane.
Service road – the separators practically create a service road along Commonwealth where PUVs and some private vehicles will travel along. Drivers and riders who intend to make right turns should shift towards the inner lanes through one of the relatively narrow slots along the separator line.
Small window of opportunity – vehicles turning from the University Avenue to Commonwealth must weave in traffic as many shift towards the nearest U-turn slot. The separators add another constraint to their movements. There is a similar narrow opening for vehicle turning towards the University Avenue from Philcoa but this can be quite tricky with the speeds of vehicles as well as the trajectories of those coming from the outer lanes of the mall to merge with the main flow along Commonwealth.
Under construction – tarpaulin sign and traffic cones mark the beginning of an area cordoned for the construction of the lane separators. The separators are supposed to be built along both directions of Commonwealth and may stretch all the way to Fairview. These should also aid traffic enforcers in apprehending PUVs traveling outside their designated lanes.
Temporary displacement – motorcycles use the another lane as the construction of the separators use up the space of the motorcycle lane. Riders have become accustomed to using the lane from the time they were first implemented along Commonwealth.
Now you see it, now you don’t – the motorcycle lane along Commonwealth northbound leads into the stairs of a pedestrian overpass. This necessitates motorcycles to shift towards the lane to their left. The rightmost lanes are for public transport.
Respect and discipline – Motorcycles now typically use the lane designated for them and fewer vehicles encroach along these lanes for most part of Commonwealth where there are no weaving due to the U-turn slots. The separator will further lessen vehicle intrusions (and lane changing) as PUVs will be confined within the outer lanes courtesy of the separators.
The jury will definitely be out for the concrete lane separators currently being constructed along Commonwealth. It is still early for a fair assessment but many motorists are already pointing out the separators as increasing the risks for crashes. Surely, the MMDA and the DPWH carefully thought this out before its implementation and have the best intentions in favor of road safety. However, even the best intentions can still result in unintended consequences. Hopefully, this is not another case of the latter.
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Why is Commonwealth still unsafe?
After being branded as a “killer highway” and regarded as the most dangerous road in the Philippines, authorities have scrambled every now and again to come up with various schemes to reduce the incidence of road crashes along Commonwealth Avenue in Quezon City. The highway has been designated as a traffic discipline zone, pedestrian overpasses have been constructed, the speed limit has been set at 60 kph, and a lane has been assigned for motorcycles. All this and still Commonwealth has been assessed to be unsafe.
Why is Commonwealth Avenue unsafe after all the initiatives, all the programs and projects implemented along the corridor? There are many reasons both general and specific. However, let us list only four:
1) Driver behavior – despite all the safety programs, driver behavior (both for private and public transport) has not generally improved. There are still many aggressive and reckless drivers weaving in traffic. PUB and PUJ drivers often exit the lanes designated for them. Private vehicle driver continue to speed above the speed limit, knowing that there is only 1 speed radar deployed along the highway. And drivers continue to use median openings to cross the highway, creating situations with high likelihoods of crashes. Gap acceptance is typically aggressive and driver and riders seem to travel thinking others will just avoid them should there be conflicts along the way.
2) Pedestrian behavior – even with overpasses constructed, This is particularly the situation along the section from Fairview Market to Litex where people of all ages continue to cross at various points along the highway, seemingly oblivious to the dangers posed by motor vehicles along the highways many lanes. People seem to be generally unaware or do not care about the risks as shown by the pedestrians below including parents crossing while carrying their child. Jaywalking (or if there is an equivalent running and dodging vehicles) is quite prevalent along Commonwealth despite the construction of several overpasses. One problem, it seems, is the fact that many overpasses are not used because of some design flaws (stairs too steep or have limited capacity) and the propensity for setting up shop right on the overpasses themselves, thereby limiting its capacity for pedestrian traffic.
3) Enforcement – let’s be honest and accept the fact that enforcement along Commonwealth is patchy at best. It’s strict only during the initial days of a new program but eventually relaxes. We have a term for this – “ningas cogon.” This applies to both enforcers of the MMDA and Quezon City DPOS and the Philippine National Police. In fact, there are many violations that are taken for granted perhaps for the sheer difficulty of sustaining enforcement efforts. It was mentioned previously that there is still a problem pertaining to pedestrians and such problems that include jaywalking and illegal vendors on overpasses are among those that need constant attention from enforcers. There is also the persistent challenge from public transport that includes racing and the non-usage of lanes designated for them. In the photo below, for example, jeepneys take up the outer lane of the highway, which also happens to be part of the public transport lanes where PUB’s and PUJ’s are supposed to be confined while traveling along Commonwealth.
4) Geometry – the highway is not only too wide but also generally straight and level for long sections. These conditions are perfect for high speed travel and without enforced speed limits will normally tempt a lot of drivers and riders to speed up. This is something that has been well established abroad and can easily be observed along our expressways and national roads where the formula of availability of space (wide roads) plus excellent sight distance combine with aggressive, risk taking driver/rider behavior to result in high vehicle speeds.
There are also the unusual designs of median openings (U-turns) that were claimed to have taken into consideration vehicle turning radii as well as trajectories along the the highway. Yet, there is the persistent observation that the median islands appear to be “nabubuntis” or getting pregnant based on the bulging island where the U-turn slots are located. U-turns also encourage weaving and aggressive behavior in order to cover the distance and width to a median opening. The non-occurrence of crashes now do not mean they will not occur in the future. These are examples of disasters waiting to happen just like the conditions at the huge roundabout that was constructed along Commonwealth in the Fairview area (photo below) where vehicle movements show motorists generally do not know how to use roundabouts. Thus, you get buses making U-turns and jeepneys and cars doing left turns in this portion of the highway.
Let me emphasize a main point I made in the previous paragraphs: It is not because there are few road crashes occurring (compared with the potential often cited by various parties criticizing the U-turn scheme) that Commonwealth is deemed safe. The fact is that any assessment of the highway will be based on the likelihood of crashes occurring due to the conditions along the road. It is probably by sheer luck that the incidence of fatal accidents is not that high. It is still a case of a disaster just waiting to happen.
There is still much to hope for since the MMDA and others involved continue in their efforts along Commonwealth including the designation of motorcycle lanes and the enforcement of speed limits (despite their limited hardware). These have obviously influenced motorists’ behavior in a positive way along the highway. Behavior change is a very good thing that needs to be reinforced further in order to improve safety along Commonwealth. But constructive and more permanent behavior change with respect to transport and traffic will take time, and efforts need to be consistent, firm and sustained to condition the minds of travelers for this change.
The case for Commonwealth might as well be applied to other roads not just in Metro Manila but throughout the country as well. Much is required in terms of resources and commitment to effect significant changes that will lead to the improvement of transport and traffic conditions. And yet the treatments are often generally varied, each city going about its own ways despite good practices available for adoption or adaptation. Perhaps the lessons from Commonwealth will be applied elsewhere, or perhaps not. Let us just hope that it won’t go the way officials in other cities jokingly say about traffic schemes in Metro Manila – “We observe what they do in Metro Manila and then we don’t do it here.”
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Learning from motorcycling in South East Asia
The scenes are very similar to what you would see along roads in many parts of the Philippines. Motorcycles and scooters zipping here and there, often with more than one rider. If one were not aware of the fact that the motorcycles and other vehicles were along the left side of the road. Motorcycles are very popular in most of Southeast Asia and is in fact the dominant mode in cities in countries like Vietnam, Cambodia and Thailand. It is also very popular in Indonesia and is rapidly on the rise in the Philippines. Despite the mayhem associated with motorcycles based on the various stories or anecdotes that eventually came with photo evidence, motorcycles are here to stay and there is a lot to learn from the experiences in our South East Asian neighbors for us to improve safety concerning motorcycles.
Riders along a street in Bali – the scene is so familiar as if we were just traveling along a Philippine street
Motorcycles traveling along the left-most lane (the equivalent of our right-most or curbside lane) – that lane is also assigned to public transport. Along this road, the public transport happens to be a BRT variant.
The difference in motorcycling between Bali and Manila (or any Philippine city for that matter) seems to be that drivers of other motor vehicles in Bali are more respectful of the rights of motorcycle riders to road space. While lane splitting is also a common occurrence as well as riding along other motorcycles in the same lanes, the impression is that in the Philippines, riders have higher risks considering the likelihood that they will be sideswiped by other vehicles particularly public transport (buses, jeepneys and AUVs) and trucks. Philippine drivers have a tendency to assert their positions along the road often tailgating or shifting lanes (cutting) at the last moment, and often with the smallest of gaps available for such maneuvers. Such behaviors often have them in conflict with motorcycle riders who are brushed off as minor elements in traffic.
From a driver’s perspective, motorcycle riders in Bali seem to be more disciplined when in flowing traffic, seldom weaving when not required to do so, even while traveling at 2 or 3 motorcycle beside each other along a lane. This is not the case in the Philippines where riders tend to speed even when unnecessary and employ risky maneuvers while doing so. Such behavior increases the likelihood of crashes involving motorcycles, as there are increased interactions among vehicles.
With or without motorcycle lanes, riders (and their passengers) should be safer if other motorists would just respect their rights to the road. This works the other way around where motorcycle riders should, on their part practice lane discipline and refrain from unnecessary maneuvers like lane splitting and weaving in flowing traffic. Mutual respect and discipline, while perhaps difficult to achieve in the immediate term are something that should be encouraged with firm and fair enforcement of traffic rules and regulations. Otherwise, mayhem in our roads will continue and will exact more lives and limbs from motorists and pedestrians alike.
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Motorcycle lanes along EDSA?
The MMDA is implementing a one-week dry run of its motorcycle lane scheme along EDSA starting today, February 14. The scheme is the same as that implemented along Commonwealth Avenue where motorcycles are assigned to use only one lane of a road – in the case of EDSA the 4th lane from the curbside. To guide riders and drivers of other motor vehicles, the MMDA used alternating white and line blue pavement markings for the motorcycle lane similar to what was done along Commonwealth.
Following are photos taken last week along EDSA and a few observations on the traffic conditions with respect to the motorcycle lane scheme.
Light blue lane markings can be seen designating the 4th lane from the curbside for motorcycles. The yellow markings are for the two outermost lanes that are designated as bus lanes. While bus lanes are supposed to be for the exclusive use of buses, many private vehicles use the lanes throughout the day and are not apprehended by traffic enforcers for this encroachment.
Sign for the motorcycle lane already installed along EDSA before the MRT Santolan Station as of February 9 – this photo was taken around 3 PM (not yet the afternoon peak period).
Close-up of sign for the motorcycle lane but with “fine print” indicating that the same lane may be used by private vehicles – herein lies the problem as private vehicles are sure to mix it up with motorcycles, with the high likelihood that riders will revert to lane splitting or using other lanes. This will be an enforcement nightmare.
Motorcycle lane sign installed on pedestrian overpass between Aurora Blvd. and Kamias. Notice the provincial bus encroaching upon the adjacent lane designated for private vehicles.
Motorcycle lane prior to the Kamias-East Avenue overpass along EDSA.
The middle lane is designated as the motorcycle lane along the overpass
Motorcycle lane along EDSA beneath the EDSA-MRT GMA Station
Bus and motorcycle lanes along EDSA past the the MRT GMA Station. Traffic is typically light along this stretch as many vehicles turn towards East Avenue or Timog Avenue.
Typical light traffic between East Ave. and Quezon Ave. along EDSA northbound
Motorcycle lane ascends the flyover crossing the junction with Quezon Avenue – the lane is again the middle of three lanes. That’s the EDSA-MRT Quezon Avenue station on the left and downstream in the photo and the Centris mall on the right.
If the implementation of the motorcycle lane scheme along Commonwealth is to be the basis for assessing the likelihood for success along EDSA, I believe that we can be expect significant behavioral changes along EDSA. For one, motorcycle riders along Commonwealth have been generally diligent in following the scheme. This can also be expected for most riders using EDSA should the MMDA be strict, firm and fair with their enforcement duties. Meanwhile, drivers of private vehicles have been becoming more aware and respectful of motorcyclists rights of way along Commonwealth and we are hopeful that such will eventually be the case along EDSA, although both enforcement and management will be much more challenging due to the sheer volume of vehicles involved and the more restricted space for traffic flow. It is to be expected that there will be many stubborn private vehicle drivers who even without the motorcycle lane are already encroaching on the bus lanes. Even more challenging will be the behavioral change required of buses given their propensity for reckless driving. I wanted to emphasize behavioral change here because I strongly believe that this is a critical factor for the improvement of traffic and transport in Metro Manila where many issues have roots on driver, rider and pedestrian behavior.
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Passing the blame for our traffic mess
We like to bash and criticize public transport drivers for their behavior when we only need to look in the mirror to see who is part of the traffic problem in this country. A lot of private car drivers here and elsewhere in the country tend to attribute traffic congestion to buses, jeepneys, AUVs and taxis while practically washing their hands off the congestion and reckless driving habits that we see everyday along Philippine highways and streets. Many tend to think that only PUV drivers are to blame for our traffic mess when in reality and data-wise there are surely more private traffic on our roads compared with public. Such statistics including mode shares for both vehicular and person trips along major corridors in Metro Manila I will share in another post.
I drive from my home to the office and back almost everyday and I have observed driving behavior for much of my life including the times when I’m in cities in other countries. PUV drivers to me are more predictable than private car drivers in this country. In fact, we can know for sure that PUV drivers will weave their vehicles in traffic and we will always brace ourselves for the aggressive driving every time we encounter PUVs. Such errant behavior, of course, could have been addressed by a stricter and more reliable licensing system for drivers. But that’s another story altogether that’s worth an entire article.
Meanwhile, I share the observation of one friend that many SUV or high-end vehicle drivers “tend to drive like outlaws.” I had articulated in an interview before that many young drivers (and older ones as well) tend to imagine themselves as race car drivers – and proceed by trying to out-speed and/or out-maneuver other drivers the way stuntmen do in the movies. This you can observe whether along a congested street or a free flowing expressway. Evidence to this includes all the road crashes involving private vehicles (including motorcycles) that would certainly out-number those involving PUVs. One thing not going for the PUVsm, however, is that they happen to carry more passengers and therefore more responsibility as a requirement of their being issued franchises. Another proof to irresponsible behavior are postings of claims and photos on social media showing speedometers exceeding speed limits. And yes, there are those who routinely and consciously violate speed limits along expressways for them to be captured by speed cameras. The shots are then used as bragging rights attesting to the driver reaching a certain speed with his/her vehicle.
This morning, I almost got sideswiped by a car who cut my path to make an abrupt right turn to enter the gate of a major private university. I thought I had a clear path to change lanes as I estimated a good distance from the same vehicle who was trailing me on the other lane. Instead, the vehicle accelerated and with horns blaring asserted his right to the lane. I had to use my defensive driving skills to avert a collision. Seconds later, he was blocking my path as he made a right turn at the university’s gate. I could only shake my head in frustration with what happened while an MMDA enforcer looked helplessly as a witness to the incident. A few minutes later, a couple of SUVs coming from a posh subdivision along Katipunan cut our path to make an illegal left turn at a U-turn slot. Vehicles from this subdivision do so regularly and with impunity as if their passengers were more blessed and more important persons than the rest using this major highway.
The examples above are just some of what we usually encounter everyday while traveling or during our regular commutes. These are certainly being caught on video by the MMDA cameras spread out and observing traffic along major roads in Metro Manila. These same drivers might be the first to throw the proverbial stone to their fellow drivers whom they have judged to have committed sins of recklessness when the truth is that they themselves are guilty and only have to look in the mirror to see for themselves who are really to blame for our dangerous and congested roads. Truly, what’s wrong with traffic in this country may not necessarily be with the way we manage traffic or enforce rules and regulations. It might just be the nut behind the wheel that’s defective, after all.
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Road crashes along Katipunan Avenue
Katipunan Avenue in Quezon City has claimed a lot of lives and injured a many more people over the past years particularly due to aggressive and often reckless driving or riding by motorists using the road. Especially dangerous is the section stretching from the flyover to the U-turn slot just after Ateneo’s Gate 2 since many vehicles tend to (over)speed from the wide overpass and unto the section fronting Ateneo De Manila University. On the other side of the road, motorists also tend to speed up towards the overpass, unmindful of vehicles shifting from the outer lanes of the road towards the U-turn slot. In many cases, some vehicles cross from the establishments along Katipunan towards the U-turn slot. These conditions significantly increase the likelihood of occurrence of road crashes.
This morning, I noticed during my drive to UP that the concrete barriers of the U-turn slot along Katipunan northbound were again witnesses to another crash. The driver was most likely speeding if not flying from the overpass and miscalculated on his/her maneuver upon discovering the barriers along his/her path as he/she descended the overpass. It was more especially dangerous this morning as I can imagine the pavement conditions as well as the visibility given the heavy rains pouring around Metro Manila since last night. I took a quick photo of the damaged vehicle just when a truck was maneuvering in preparation to towing the vehicle.
Honda City with damaged front bumper – the vehicle hit one of the concrete barriers of the U-turn slot with a trajectory indicating it apparently came from the direction of the overpass. After passing the vehicle, I saw that the left front wheel is already missing and apparently destroyed when the car hit the barrier. The damage to the car indicated tremendous impact and I just hope the driver and other occupants (if any) were wearing their seatbelts when the car hit the barrier. It would have helped also if the car had airbags. These safety devices are not standard issue in many if not most vehicles in the Philippines allowing dealers to make airbags optional and giving the buyer the false perception of getting the vehicle with a cheaper price.
When will motorists learn from such incidents? When and how will the MMDA or whoever is in-charge finally, effectively and decisively address this issue? Is it simply a case of speeding and something that can be addressed by enforcing speed limits? Or does the infrastructure and layout encourage such behavior among motorists? Perhaps we should rethink how we design and place U-turn slots and the barriers we use in the scheme. Otherwise, we will just see the same scene happening all over again at the cost of more lives and limbs.
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Motorcycle lanes – a few comments
The Metropolitan Manila Development Authority (MMDA) recently established motorcycle lanes along Commonwealth Avenue in Quezon City and Macapagal Boulevard in Pasay City. The main intention is to reduce crashes involving motorcycles by attempting to segregate them from other vehicles in traffic. Following are a few photos I took this afternoon along Commonwealth where I observed the MMDA painting blue lines to mark the motorcycle lane. In this case, the lane is the 4th from the outer edge (shoulder) of the highway.
Newly painted blue lines mark the motorcycle lanes. Photo shows riders following the new policy, probably knowing that getting apprehended will lead to a 15-minute lecture on motorcycle safety. Such a penalty will only be applicable this week when the MMDA is implementing a dry-run of the policy. From Monday next week, the penalty would be a 500-peso fine for every apprehension.
Pavement markings for the motorcycle lane along Commonwealth. Note that the lane is quite close to the lanes designated for public utility vehicles like jeepneys and buses. This situation creates a high potential for the occurrence of crashes involving motorcycles and PUVs. Of particular concern is the behavior of PUVs, especially buses that tend to encroach upon the lanes to the left of the PUV lanes including the motorcycle lane. Another issue is the fact that private vehicles are allowed along the motorcycle lanes and not just for maneuvering. I share the opinion of riders that motorcycle lanes should be for motorcycles only.
Caught (up) in traffic 