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I had a nice view of the parking lot of the hospital where my mother-in-law was staying for a couple of days to recover from a bad case of dehydration. The doctors wouldn’t say it was severe but because Mama was 75 years old, they had to treat her condition. But that isn’t what I’d like to write about in this post. It’s really about parking.
I noticed from my times on hospital watch (relieving my wife who spent the couple of nights with her) that the parking lot didn’t get full during the day. The hospital was a good sized one and generated a lot of trips but mostly those taking public transport (mainly tricycles). But this was more a community hospital than one in the league of the St. Luke’s and Medical City, which generate much more private traffic and requires much more parking spaces.
A view of the parking lot of Clinica Antipolo
Friends have always made the observation that parking is difficult in the major private (e.g., St. Luke’s, Medical City, Makati Med,etc.) and public hospitals (e.g., PGH, NKTI, Philippine Heart Center, etc.). I agree with these observations as we have our own experiences where it was difficult to get parking spaces for when we go to these hospitals for check-ups or to visit relatives or friends admitted there. For one, these hospitals are the “go to” places for specialists and modern medical equipment, never mind that these are also the most expensive in terms of medical and laboratory/test expenses. I guess that to be a doctor with their practices in these hospitals means a lot and ups the prices of their services? I say that based also on observations that standard tests (blood, urine, stool, etc.) are much cheaper in other hospitals or clinics. Doctor’s professional fees, too, tend to be less expensive for when you consult with them in the ‘minor’ hospitals.
Major hospitals can also be teaching hospitals and I’m not just referring to internships or residents but medical schools hosted by the hospitals. And many did not consider these schools when the hospital buildings were initially built so schools don’t have their own parking spaces and patients, doctors, hospital staff and students end up competing for parking spaces. Medical City, for example, even instituted some parking fee measures to deter long term parking or those who appeared to have attempted to park for free and therefore occupying slots that would have otherwise have been revenue-generating for the hospital.
Of course, there would be those who would be reacting to this situation and say that people going to the hospital should be taking public transportation. Perhaps this is easier said than done for many cases in Metro Manila? I’m not familiar with similar conditions in other cities like Cebu, Iloilo and Davao but perhaps it is not as severe as those in major hospitals in the capital region. Major hospitals in Metro Manila also attract a lot of people from surrounding provinces like Rizal, Bulacan, Laguna and Cavite. Again, this is because of the reputations of these hospitals. Even the current President went to Cardinal Santos Medical Center for his recent check-up.
And so the parking problem will persist unless there are better options for public transportation. Incidentally, ridesharing may have helped ease the parking dilemma since TNVS provides a very good alternative to the private car for such hospital trips. I do know Grab, for example, has booking booths at Medical City, Cardinal Santos and St. Luke’s. I personally don’t think additional parking spaces (or buildings) are required. It would be more like a parking management challenge for these hospitals. And in any case, these parking spaces would be mostly empty and therefore idle at night time and Sundays.
A recent report reinforces what many of us already probably know or are aware of – that we need to shift away from dependence on car use to more sustainable modes of transport in the form of non-motorised transport (NMT) and public transportation. Here is the article from the AASHTO Journal:
There is a link to the report in the journal article. The report is conveniently available in PDF form and is very readable (i.e., not overly technical).
Incidentally, I was involved some time ago in a project led by the group Clean Air Asia (CAA), which involved several experts from across ASEAN as well as Japan that attempted to determine the necessary transport programs and projects in the region to stave off the projected increase in global temperatures. In all the scenarios evaluated, non-motorised transport (NMT) and a rationalised public transportation system By the term ‘rationalised’ I am referring to the use of higher capacity vehicles as against the taxis and tricycles that typically carry few if not one passenger. Here is a link to the final symposium for that study that has links to the materials presented:
Here’s a slightly updated slide on the future image for a large city in the Philippines:
There is a newly constructed public transport terminal in what is popularly known as the Ligaya area along Marcos Highway in Pasig City. The terminal is right across from the new Ayala Feliz Mall. The terminal is mostly unused or under-utilised. The jeepneys and UV Express vehicles that were supposed to use the terminal seldom go there as the natural stop for most coming from Pasig to Marikina would be closer to the junction of Marcos Highway with Amang Rodriguez Avenue. There is also the U-turn slot nearby where many passengers dare to cross to in order to catch a ride. Sinasalubong ng mga tao ang jeepney na lumiliko dito and the traffic enforcers in the area generally turn a blind eye to this.
The practically empty terminal during evenings
Late at night, the terminal is dark with the lights turned off. Most times I pass by the area in the mornings and afternoons, there are few, if any, PUVs at the terminal and you don’t see a congregation of a lot of passengers there as with other terminals. Did Ayala make a mistake with this terminal? For one, it is known already that while this area is a transfer point for many passengers, the location of the terminal with respect to the established U-turn slots make it unsuitable and undesirable for most PUVs. Then there is the impending operations of the Line 2 Extension whose nearest station will be hundreds of meters away across Robinsons Metro East and Sta. Lucia Mall. I think Ayala needs to construct a physical connection to the terminal if only to increase the number of people going there and therefore attract PUVs. Finally, the area is not a terminus (or last stop) for PUVs so it doesn’t make sense for them to spend time there except perhaps during off-peak periods (i.e., for rest). However, it is not attractive even for the latter since there seems to be no amenities including stores or maintenance shops to support PUVs.
Here’s another excellent piece from Todd Litman about the dynamics of housing and transportation. This is a very relevant topic in many cities today and especially so for those like Metro Manila, which is struggling with issues pertaining to affordable housing and transportation infrastructure and services. Arguably, a lot of households are spending more than the 45% threshold of incomes mentioned in the article but people continue to get homes away from the city as these are relatively cheaper than those closer to their workplaces and schools. Unfortunately, transportation costs are on the rise and congestion and a lack of an efficient transport system are among the culprits for what many have already labelled as undignified and atrocious costs of commuting.
Litman, T. (2018) “Affordability Trade-Offs,” planetizen.com, https://www.planetizen.com/node/99920?utm_source=newswire&utm_medium=email&utm_campaign=news-08092018&mc_cid=e2a69b6eb4&mc_eid=9ccfe464b1 [Last accessed: 8/9/2018]
I envy the guy for being able to present these topics clearly. It is a complex subject and one that isn’t understood by many in government who are supposed to be responsible for crafting and implementing policies and programs to address issues pertaining to affordable housing and commutes. I wonder if Todd is coming over for the ADB Transport Forum. He’s make for a good resource person in some of the sessions there and perhaps can also be invited to speak about this and other relevant and urgent topics in a separate forum. Anyone out there care to sponsor him?
There’s a recent decision by the Metro Manila Council (MMC) comprised of the mayors of the cities and municipality of Metro Manila and chaired by the Metro Manila Development Authority (MMDA) Chair that vehicles bearing only one passenger (the driver) will be banned from travelling along EDSA. The problem with this is that by banning cars with one passenger from EDSA, you only succeed in making other roads like C5 more congested. It’s a simple case of transferring traffic and worsening it elsewhere since you’re not doing anything to alleviate congestion along those roads. Did MMDA run this and other scenarios using analytical or simulation tools at their disposal? If so, can these be shown and used to explain the soundness of this policy approved by the MMC? I suspect they didn’t and likely depended more on gut feel based on the data they have including what is often reported as 70% of vehicles traveling along EDSA having only one passenger. Meanwhile, the state of mass transit along EDSA still sucks.
A very crowded Boni Avenue Station platform (photo courtesy of Mr. Raul Vibal)
Of course, the pronouncement from the MMDA launched quite a lot of memes on social media. Some people shared the typical quotes on planning (you know, like the ones about planning for people vs. planning for cars). Some offered their own ideas about how to “solve” traffic along EDSA. And so on…that only succeeded in showing how everyone had an opinion about transport and traffic. Everyone is an expert, so it seems.
Some thoughts and not in any order:
- The government can initially dedicate a lane each for express buses (a la Bus Rapid Transit or BRT). This idea has been circulating for quite some time now and has a good chance of succeeding. The DOTr is already deploying buses that they say are supplementing the MRT 3 trains (i.e., there aren’t enough trains running so passengers have the option of taking a bus instead). Running along the inner lanes of EDSA would mean, however, that they would have to find a way for passengers to cross the road and one idea would be for the stations to be retrofitted for this purpose.
- Those cars along EDSA are not necessarily for short trips so walking and cycling while needing space may have less impact in the immediate term for such a corridor. In the meantime, serious consideration should be made for bike lanes whether on the ground or elevated and improvements to walking spaces.
- But these efforts to improve passenger (and freight) flows should be a network-wide thing and not just along EDSA.
- It’s time to have serious discussions and perhaps simulations (even a dry run) of congestion pricing in Metro Manila. Congestion pricing for all major roads and not just one or two. Funds collected goes to mass transit, walkways and bikeways development. DOTr was supposed to have already discussed an Electronic Road Pricing (ERP) system like Singapore’s with the company and people behind the same in the city-state. That doesn’t seem to be moving along.
- Working and studying from home might work in terms of reducing vehicular traffic but then we generally have lousy internet services so that’s a barrier that needs to be broken down.
- How about legalizing, once and for all, motorcycle taxis? Many are opposed to this citing safety concerns but then we are running out of options outside the usual motherhood statements pertaining to building transport infrastructure. Think about it. Give it a chance. These motorcycles might just surprise us in a nice way; that is, helping alleviate congestion.
- Carpooling and lanes dedicated to High Occupancy Vehicles (HOV) would be good but the LTFRB made a pronouncement about these being illegal as they would be considered ‘colorum’. Such statements do not make the situation any easier and sends mixed signals as to the government’s being serious in considering all possible angles to improve transport and traffic particularly for commuting.
Do you have other ideas to share?
The Land Transportation Franchising and Regulatory Board (LTFRB) is planning to increase the number of TNVS units (i.e., rideshare vehicles) in Metro Manila to meet what is perceived as the demand for them based on the numbers provided by TNCs like Grab. The problem with this number they want to eventually achieve, 65,000 units supposedly, is that this is based on current transport conditions in the metropolis. Also, this is based on data that is biased for the interests of TNCs, which obviously want to increase their driver and vehicle base in order to maximise profits. Here is a nice article that should provide some context from abroad where rideshare vehicles are actually generating more car traffic and taking people away from public transport.
Fried, B. (2018) “Uber and Lyft Are Overwhelming Urban Streets, and Cities Need to Act Fast,” Streetsblog, https://nyc.streetsblog.org/2018/07/25/uber-and-lyft-are-overwhelming-urban-streets-and-cities-need-to-act-fast/ [Last accessed: 7/26/2018]
Currently under construction are the Line 7 and Line 2 Extension projects and soon there will also be the Line 1 Extension. Also, in the pipeline are the proposed subway and rehabilitation of PNR that is supposed to revitalise its commuter line. These are examples of projects that will likely be game changers in terms of commuting with the objective of drawing people away from car use. In the bigger scheme of things, perhaps there is a need to rethink numbers for TNVS and instead focus on improving taxi services in Metro Manila. The same can be said for other cities as well where there is already a need for better public transport services to avert a transport future similar to what Metro Manila is already experiencing now.
Here’s another nice read that I’m sure is worth the while particularly if you are interested in parking
Litman, T. (2018) Parking Planning Paradigm Shift, planetizen.com, https://www.planetizen.com/blogs/99462-parking-planning-paradigm-shift [Accessed: 7/7/2018].
An acquaintance recently forwarded to me a position paper of sorts calling for the removal of parking minimums in the Philippines. The document constantly dropped the name of UC Irvine Professor Donald Shoup and others in order to justify his proposal. This was supposed to be addressed to those who are doing the revisions of the National Building Code (NBC) of the Philippines. First off – I didn’t know that the minimum parking requirements are being reviewed now and that there is another revision project that is ongoing. The last revisions I was aware of was the project that sought to include resilience items in the NBC. That was done through the University of the Philippines Diliman with UP’s Building Research Service (BRS) as lead and involving, among others, its Colleges of Architecture and Engineering.